I collected several sets of older heads, but they all need some work....and with this 572 project I have been thinking I'd probably be happier with it if I started fresh.

It seems to me, to do what the Victor heads can do, I would need to take a Mopar Performance head and put
over a grand worth of porting into it. It doesn't seem very cost-effective for a big CI deal.

Does the Victor slightly tipped ex valve angle and ginormous intake valve cause any issues?
Edelbrock says everything works/I haven't heard anything.

I've seen what little prep is needed to make an 800hp pump gas street engine with the Victor heads, and while I don't expect my
motor will be quite that radical, I'm pretty impressed with that easy potential and capability.

The MP head seems best used as a lightweight stock replacement?

What am I missing...agree/disagree...Thoughts please?

Thx

for a big bore stroker, the Victors make a lot of sense.

That’s what I’d use if I were in your shoes.

For a 572 - The victors are a great choice and offer a lot of value for a HEMI cylinder head - If you go that route you probably should plan on a semi-custom piston - I believe Diamond offers a spec design now. The edelbrock dual quad intake is also a great piece for the street with the victor heads - the Stage V is even better.

The heads and intakes available today make it a good time to be buying hemi parts. Consider yourself blessed.

And yes, the Edelbrocks are the way to go.

Be carfule with the eddy heads, you may need a dedicated piston for those due to the valve placement. A buddy of mine found out the hard way when they didn't clear the pistons he bought. I think some companies are now making pistons that work with them. We really liked the eddy heads as they are all heli coiled in the right places.

Piston selection is done, and the rotator is balanced...I wanted to keep moving forward rather than starting over....

Okay, so I might have to buy one Victor head to mock up and see how everything looks, then.

I've sure enjoyed running the Edelbrock heads on my little Wedge.

Thanks for replies, I think I know what I am going to try next.

I know of a 540 that got put together with the Victor heads that used normal hemi pistons.

Cool, thanks for that comment.
I'm optimistic.
Maybe with my (relatively/comparatively) low lift I can get away with it, but only one way to know.

Of course, this does kind of force me into going with a big box mail order place for the hassle-free return policy, as
I wouldn't want to stick a small time business with a potential return like that/probably banged up packaging from shipping
and so on.

Have a really nice/competitive quote on the MP/Edelbrock version from a friend at a Dealer, just in case.

So even if I have to go plan B, it won't be too awfully bad.

It seems the pile of heads I collected just became plan C, and if the new stuff works then will be sold off.



In many ways, yes sir I do. I might not be religious, but I can definitely chalk alot of things up to luck.

Lift has nothing to do with it.

It’s the lift when the piston is near tdc during overlap that causes any issues with v/p clearance....... and that’s derived from duration, rate, and lsa.

When the valve is at full lift(100-120 atdc), on your 4.5 stroke motor, the piston is like 3” away from the valve.

Okay, I will admit I am wrong by oversimplifying that thought.
Substitute this, then: maybe it'll help that I'll have 272 @ .050 instead of 290.
Better? Whatever it takes to keep the idea alive

Either way I gotta buy it, try it and see what happens......

When the rockers show up I will order one and find out.

290 @.050 - you must be kidding right? - think 272 or maybe even slightly smaller

I don't know what compression you'e running or cam specs, but I recently installed a set on my 477 CID hemi and had plenty of piston to valve clearance with a mild solid roller and 10.5:1 compression pistons that were made for standard valve angle heads . I have no complaints with the heads. Highly recommend.

Yes, the E head is the best bang for the buck. Just make sure you check them closely, especially the valve job. I have bought three sets. Of the six heads, five had the intake seat narrowed to only ~0.020" by the relief cut in the deck. These were for my own engines and I do my own head work, so other than the irritation of Edelbrock's response to my complaint, it wasn't a major problem.

Like most everything in the automotive performance world, they aren't actually ready to "bolt on and make horsepower right out of the box."

I used Stage V heads on a customer build before the Eds were available. It took a lot of port work to get the flow numbers to where the Eds are out of the box. But I really like those Stage Vs.

I don't know what Ray Barton charges for a set of prepped Eds, but it might be worth investigating.

Intended as bait. Worked pretty well.

Thanks for saying something

Thanks for the comments.

Should be roughly 10.2:1, but that was calculated by CCing one of the old heads + before I physically had gaskets on hand.
I'll be able to get more accurate numbers as soon as the exact head is decided.

Cam specs subject to change but I'm going to start out with a solid roller 272/280 @ .050, .420 lobe lift on 112 and will see how I like it.

I thought so - cause at 870 HP you would be probabaly be shocked at what size cam BEST put in mine - but its a "top secret Chuck cam" and I will not give the specs - but I can tell you its mild and has really good idle & low end manors then screams up top. Something I would have never guessed would work so well in a big engine like it does.

Cam specs? Oh no, he would never discuss that. Not in a million years. Nope, never happen.

No need to post specs. Proprietary info will be maintained and yes, no doubt Chuck has got some killer street roller grinds on deck.

I have a couple ideas which nobody else seems to like (nobody totally hates the ideas, but nobody is 100% on board either
and considers my ideas amazing LOL), so it may be a total dog.
Well if so, I'll let it howl for awhile and will play with it later.

At the end of the day, it's just a toy.

Well 572 is a big engine but I just put a 239/245 hyd roller in my 496 wedge and it was great on the dyno. Haven't run it in the car yet but I'm thinking I'm going to like it based on how big the torque curve was on the dyno. A 272/280 cam is way out of my league!

I don't have anything useful to say on the heads other than I'm surprised you are already thinking of switching when you haven't even tried the parts you have on hand. Did you start thinking you needed a bunch more power than what the head you have will provide? Since you already have pistons I'd think you would stick with what you have but hey, if you want to step up I suppose now is the time to do it.

Well as always I appreciate your comments.
It's been what, 25 plus years we've been bantering back and forth?

I keep going back to the old lesson not to skimp on heads.

I've been looking at a little 258 @ .050 solid flat tappet also.
It's available for a song and I might just get it and throw it on the shelf just in case.

My car can only legally go 10 flat anyway and I'm not sure I am quite ready to add more monkey bars inside it and try to surpass that just yet.
I have to drive it into the 10s first.

All the heads I have on hand will require some amount of welding...some more extensive than others, to the point that some of the combustion chambers will need to be re-shaped.
It seems once I pay for that, I'm more than halfway to the cost of better stuff?

I am thinking I might save the nicest pair of heads I have (those only need O ring grooves welded, the rest is basic repair stuff) for a near stock cruiser 426ci I am planning in the future and off the rest.......
Or I might just get rid of the whole head collection, get one pair of Victors and give the second engine more thought.

Will have to start with one Victor and see if it looks like it will work.

Hey - that's the cam I'm running in my pump gas Hemi ... 273 on the intake and 286 on the exhaust at .050. Bullet Solid Roller.




.