Like I said, your results may vary.
I will rely on my 26 years of engine building and dyno testing experience and believe the results to be accurate.

You make a few assumptions on my 446/493 comparison about the valvetrain.
Since you have already made up your mind that my testing is somehow invalid I won't continue to argue about it, but will only add that for both of those motors there were no signs of any valvetrain instability to well beyond the point where the hp peaks occurred.

just found this, seems to be the same short block as was just tested with the TF heads...
cam duration is the same but the lift is stated to be different vs. the two articles which seems odd...

anyway, here it is with edelbrock heads and the performer RPM.

http://www.hotrod.com/how-to/engine/mopp-0110-edelbrock-aluminum-big-block-mopar-heads/

Not to piss in anyone's cheerios but a motor IS NOT an air pump.......A compressor IS an air pump. A motor uses compression, timing fuel and airflow to produce complete or close to complete combustion which relies on HEAT and properly timed/burned fuel.............

Well Dom, they are both air pumps. Anything that creates a pressure differential to move a gas, fluid, or a semi-solid, is technically a pump. A vacuum cleaner, or even a fan is an air pump. An internal combustion engine is just a self perpetuating air pump because of the combustion process.

If it uses compression, doesn't that make it a compressor?

Sure..........call the dealer/shop and ask for a "compressor" 360 crate motor and see what they say.

Dwayne, it seems to me that there was a huge attempt to invalidate what I do by several of the "important" folks on here. Many still will not recognize it after years of nothing but successful results.

I haven't made up my mind about your testing, because I haven't seen all the data, but if my guess concerning the rockers was correct, I see a problem. Not an opportunity or attempt to invalidate your testing.

By the way, since this is the Trick Flow thread, I wanted to mention that I will have these heads at the Carlisle show if anyone wants to stop by to run their fingers through the ports, or take a close look at them. I'll be at A9-A10.

Actually, a motor uses magnets and electricity.

You win..........."gasoline engine"..............

Then why is HD "The Motor Company"? 😂

My motorcycle and motorboat do not!

I dont think there was electricity when they opened

Wouldn't an engine (or Motor) be a driver, and a compressor be a driven unit? Wait... a little sideways here...this is the trick flow thread...

I received a message from Trick Flow saying the max wedge version is due out in September. Maybe by Christmas then. Does anyone have any inside info on these?

So is the General feeling here that these would be a good choice if I was building a 500-550 hp 440?? Stock stroke forged rods and pistons

or would you guys go with Indy or Edelbrock

My 70 cuda needs its heart soon

until you want to go to max wedge size ports it seems trick flow are better than anything else. the low and mid lift flow is better on the TF heads. 300cfm by .500 lift, and they have nice springs already.

the cheaper promaxx or sidewinder castings are tempting, and would probably work fine for a 500hp build but i keep telling myself just get the TF heads. then i'm set if i want to slide a larger solid cam in and make some more power...

Hmmm,
looks like the indians are gettin' restless.

I think I will wait and see what these max wedge dudes are all about?

(who am I kidding, i run iron 906s)

And it appears these will flow enough for the stock bottom end.

I've read most of these 60 pages, is there a consensus on the OOTB flow numbers on the Trick Flows?

Shoot I was planning on dropping $500 to freshen up my heads, another $1400 might be a good investment. since 528" is in me future plans

I'd use the TF heads rather than Indy or Edelbrock for most street/strip kind of applications. The TF heads offer several different spring choices and are CNC right out of the box. Only potential problem is they are a little taller so in some applications you might have a space issue.

Edelbrock has a couple of different price points and chamber sizes so it is possible that there is an engine combo where Edelbrock is better.

I've had some questions on the valley plate and "batwing" solution that I'm using so I'll post a few pictures on here. The general problem is that the port size in the TF head has been opened up to the gasket size so if the bathtub gasket doesn't fit perfectly it is in the way.

I decided to make some solid valley covers from 0.250 aluminum and then bend up a pair of batwings from 0.032 aluminum to seal the gap on each side. If you put an 0.015 paper gasket on each side of the aluminum batwing you end up with a 0.062 gasket thickness which should work with a stock intake manifold but it will depend on deck height, head gasket thickness, etc.

The pictures show the bat wing by itself, then the bat wing installed and then the intake mainfold installed.

That's PURTY!

DAMITALLTOHELL, you guys keep posting these heads and the great numbers at .400-.500 is fo' sure gonna set me back a few $$$$s


You like the blue eh?

The reddish orange kinda floats me boat.