I think a lot of this talk would be put to bed if a few of us could get our cars finished. My victor mw engine is cammed to make power from about 5000-7500 n/a. It was spec'd for my stick car with a little spray. It dyno'd 686hp first pull, 751 last pull n/a. Car is a four speed with pretty close ratios on a 10.5x29.5. SLR is 11.5. Before it ever leaves the barn it will have DA shocks and DAQ. I don't have time to shoot in the dark. The combo is not practical to most people because the trend in drag racing is to have 3200hp and two speeds. I have no interest in that and have a distaste for ratchet shifters. So lets take my high winding 511 and dump it in a car with a 10" street/strip converter and a pg. Major disappointments on the horizon lol. Now maybe put it in something light with a big tire a loose 5500 stall converter and 5.13s you will have better results. Even if you have a three speed auto with a tight converter my engine would probably be a dog. It needs rear gear and to stay upstairs in the power band. If i wanted to knock the tires off at 1500rpm i drive the 6.7 cummins!


My point is the whole car needs to work. If the engine is not doing what is expected in the car on a chassis dyno or race track i would be yanking it and off to a known/competent dyno operator ala PRH or Best. .

I wonder which B1 heads these were....... originals? B1BS?

No idea; what info I have is what I posted. Don't know if C Speier has any info on his FB page from that time.

A pic of the motor with a clear view of the intake manifold would tell the tale most likely.

I don’t really need to know...... more curious than anything.

Nothing happened to it and I may do just that. I don't follow everyone's lead like a sheep. I get a bunch of opinions and as much data as I can find. Then I attempt a project with all the info I sorted thru and come up with a plan and hopefully the right direction. Most of the time it saves money and time. There is always a method to my madness. Thanks

I think Jeremiah and Rob have the most answers to how to make these heads really work. I read thru some of their old posts as well.

Yes, this is the old post I was referring to.

I'm 90% sure they were originals. BTW Scott Koffel is an awesome dude. We had A LOT of fun that year. J.Rob

Hey they outscored us by 24 points! J.Rob

This flow curve is actually pretty accurate and I've used the Victors enough to know where and why they lack. The .400" lift number is something else on these , it is usually 265 ish which is terrible. J.Rob

I have been told that Victors flowing 400 cfm posess a 4" square C.S.A. which kinda tells you almost everything you need to know. J.Rob

The rules can probably be found Googling EngineMAsters Challenge 2018/JE Pistons or something like that. I wouldn't say they were weird but then again they have to keep it fresh. J.Rob

Brads std port Victors were in the 275@.400 range, with the finished ports right around 300cc iirc(I wanna say 297cc??).

An ootb std port 2nd gen Victor is 249@.400.

Brad's heads are as good as mine, maybe better. I have 278.6@.400

That's huge. My csa is 2.625x1.375 =3.61 at the gasket.

Here an example of why looking at any one aspect of a set of heads doesn’t even begin to tell you how they’ll work.

I freshened a set of Indy 572-13’s last year. They came off a motor built by a very well known big name Mopar builder.
Cnc ported, 2.350 intake valve....... they’re used on a high CR 588 making over 1000hp.
Flow@.400?? 250.

My last data points, then I'll back away from the keyboard and let the discussion continue without me.

Avg of 4 intake port tests on PRH flow bench with 2.20" valve:
.100 - 75
.200 - 151
.300 - 220
.400 - 280
.500 - 326
.600 - 346
.700 - 355

294 cc; Min CSA 2.65; Avg CSA 2.76

This is a true standard port opening that requires no gasket trimming for proper port alignment.

EDIT (and THEN I'll go away): To anyone outside of the Mopar world, those specs would pass for a mediocre -- at best -- 15* SB Chevy head. I've joked around before that building a stock-stroke 440 is basically building a stroker small-block with a really sh!tty bob weight.

LOL! I really agree with the last part. My heads are very similar to yours, But your CSA is larger. Not sure why, but mine cc at 330cc.

294 cc; Min CSA 2.65; Avg CSA 2.76

My mistake, mine is 3.61. Time to go to bed. Yours flow better than mine and are smaller making a much better head .