Can anyone put their flow no's up for this head, ootb and modified please, not interested at all on Indy's claims...gonna vary from bench to bench but so I got an average, if anyone's flowed them with a 440-2 that would be even better, ours are run with 2.1/8">2.1/4" TTI's with 4" collector......thanks guys.

Dewayne did mine after they were originally done by “someone else”. I had sent intake, also, but think it is a 440-3. He is free to share them if he wants.

I don't have flow numbers yet but Todd Marsh can share if he wants. I do have a question, Which TTI headers are you running.
Are they the 440214MC or the 440-214. Looking for some info on how close they are to the pan on the passenger side. My Billet Fab pan has a kick out and trying to figure out if one of the above will work.

I'd like to know the real OOTB flow numbers on the 440-1 345 CNC heads as well.

Can't give you that info I'm afraid as I wasn't the person who installed the motor or supplied the parts. I can only tell you that they clear everything well in a '69 RR with all stock front suspension with solid mounts, Pipe is very close to body on no.4 plug though, here's a pic of it hooking for idea of pan type etc. and a pic of hdrs installed which doesn't help you much sorry.

Hi. Do a search for it on here Les. This has been asked a few times. Generally you are doing well if you get over 390cfm but it ain't all about max numbers. Ours went over 400 @ .800" on my motor guys bench if you want numbers but I know he don't pay too much credence to it, saying its the "before and after comparison" that counts and we did pick up some. Ours are hand ported and I would be surprised if they actually did go over 390.
HTH's
https://board.moparts.org/ubbthreads/ubbthreads.php/topics/355932.html
https://board.moparts.org/ubbthreads/ubbthreads.php/topics/295843/572-13-flow-numbers.html
https://board.moparts.org/ubbthreads/ubbthreads.php/topics/926439/indy-440-1-vs-572-13.html

Thanks Tig, I should've done the search first mate, not on FB anymore as had enough of it, hope to see you@SPR this year, I worked it out that at our measly .625" lift with 1.55's less lash we were lucky to pull 340cfm if that according to calcs for making the hp we do, those were the no's I was interested in really from 600> 650.

Les

Just as with any other build, it’s all about the “combo”.

572-13cnc365’s are enough head to make over 900hp.
They are designed for high compression race engines utilizing big cams.

If they’re on a combo that’s falling short on HP........ it’s likely a poor combo that simply isn’t utilizing the potential of the heads.

I wouldn’t consider a .600-.650 lift cam big enough to exploit the attributes of those heads.

Spot on, as you know we have what we have, was just trying to get some info on ootb head flow @ between .600>.650 lift and beyond of that head to see if it married up with my hp calcs/cfm flow. We know what we have to do to make some real hp as you have already helped us out on with your comments previous. Perhaps you have some of those no's.
thanks

What you’re looking to do is play around with fuzzy math, that you can come up with arguments to compliment any result you may come to.

For example, you could conclude the power is limited by the lift, based on the flow at that point.
But...... if you kept the lift the same but made the CR 14:1 it would make more power without changing anything else.
Now, add duration....... more power. Add a vacuum pump..... more power.
Now add a 440-3x and an 1150 carb...... more power.
You could make 100hp more without changing the lift......... so was that really what’s holding it back?
.600 isn’t at all optimum....... but it’s certainly not the “wall”.

The dyno sheet is the report card on that overall combo, and there is no one magic silver bullet that’s going to transform it into something else.
As I see it, The three biggest culprits in the quest for power from that combo are the CR, the cam(and rocker ratio), and the carb.

I don’t have any ootb flow numbers for those heads, but with the seats recut and blended the intakes flowed:
Lift—— int
.100— 72
.200—145
.300—206
.400—261
.500—304
.600—353
.700—381
.800—384

The motor these heads were on made 918hp, and the car it was in went 8.33@165@2700lbs

Yes we have discussed this and I know what needs doing but as none of it will happen as you well know because its really a 50/50 street/strip car unless owner has a brain storm and wants to change things to go 9's there's not much that can be done under those constraints. I was just trying to understand the combo better in my own way. I fully understand what your saying and it would prob work for us.

BUT what your describing is exactly what a 3000lb '67 Cuda NSS car has in our class, a 572 all ally Indy motor@14:1, with ported MW SR heads that must be crap, an even smaller in the low .600's s/roller and a 440-3 w/1050 Dom and runs in the 10.0's>9.9's@127's, with 4.10's from the 4.56's he had in an effort to reduce trap rpm. Super 60's aren't the reason for low mph it just don't pull, it mid tracks and then hits a wall in the 2nd half, you can hear it, so comp and a small cam ain't working for him, those heads are prob the worst case scenario on that combo, don't know what they flow.. At least we got the heads but aren't using them cos of our comp etc. I dare say with our cam and some 1.7's with more comp, a 3x with a Dom we could make another 100hp as you say and as we have discussed prior.

Here’s my (unsolicited) view on your friends current combo......

The heads are the right “size” for the motor.
But the rest of the combo isn’t on the same page as the heads, so it ends up “looking like” an underachiever.
It’s really only an underachiever if you’re only focused on the heads.

With the current cam, compression, and induction, the power should be very very similar if it had been built using Indy SR cnc 295’s, and I’d expect the car to run about the same. It would have been a little cheaper to build.

What that SR combo wouldn’t have, that the current combo has is...... the potential to make noticeably more power......without resorting to a head change.
Sounds like that potential will likely not be realized unless the owner has a big change of plans.
Basically, with the modest CR and cam...... it’s a hot street/strip combo.
Hp/ci is on par with a 530hp 446........ and the overall characteristics would be similar.
It’s just scaled up in displacement........ with heads that are a bit overkill.

The other car with SR’s on the 572 shows what happens with you use small heads and a small cam on a big motor.
No top end power. It just runs out of air.
It sounds like it’s doing what one would expect a combo like that to do.

With the right combo the smaller heads can put up a pretty good number....... but it still will end up being rpm limited.

I think you've misunderstood me, Heads are ok and have a lot more potential, its the rest thats off, way off, heads are the best thing on the motor, the rest lets it down, was just trying to get an idea of how they flow at our lift in relation to the power we are making with the rest of it all. But thanks for your continued comments on our effort. We didn't build it as I mentioned but bought it built and dyno'd with new crank rod/pistons for a very good price. It is what it is and has done what it was meant to do and better, its just that I'd like it to do even better.
thanks

We’re both saying the same thing.

But I think you’re thinking the car should be faster(maybe I’m misreading that)....... and I think it basically runs like it should based on the “overall” package.

The rest of the parts are only way off..... if..... one were trying to make 800-900hp.
But, it’s a 700hp combo....... that makes 700hp.

It’s like.......
900hp heads won’t make a 700hp combo into a 900hp combo(this is like your friends build).

But....... 700hp heads will certainly have a noticeably negative impact on a 900hp combo.

Playing the fuzzy math game.......

The 918hp motor made that power with 384cfm heads, so 2.39hp/cfm.
Using an appropriately sized cam with only a net lift of .600 at the valve would have limited the available flow to 353cfm.
If we could have maintained the same hp/cfm....... it still works out to 843hp.

Yes you are misreading it, I was hoping it had a 10.3 in it tops when working things out at the beginning with current carb/weight/hp/tune, and its done that and does run like it should but I personally would like to get it to go a 10th or so faster by losing some of the street baggage it has. I know what to do to get much more hp but owner has other ideas so only thing I can think of is lose the exhausts, use some hdr extensions and rejet the carb for mph, lose the air filter, fit an electric w/pump and I think it could go 10.1's, that would be it and I would be happy with that.

Have you been able to fatten up the current package, carb tune, enough to slow the MPH down in he 1/4 mile? If not do that first
If you can't do that now fix the fuel delivery system

No Cab, not yet, not easy to get him to do much on the car at all, haven't touched the carb at all, apart from set the 50cc front pump for him as it wasn't doing anything after he fitted it, he just wants to run it as is all the time which for a brkt car is ok I guess but its not consistent and my job isn't easy. With headwinds its gone a best of 125+mph, without its gone 130 on a 10.4. Has aeromotive pump and 1/2" lines so don't think there's a prob there but worth trying of course. At the end of the day with a race set up I reckon it could go in the 10.1's as I have said and that would be that.

I bought a new Holley # 9375 HP that I couldn't jet up fat enough to slow my old pump gas car down until I found that it had came with a .110 needle and seat in the primary fuel bowl and a .120 in the secondary
Once I switch the front to the same size .120 needle and seat, changing 2 jet sizes bigger in the primaries slowed it down like it should have

Well I did buy Dominics own sorted 1050-ish BLP carb to try with an HVH 4-hole spacer, wasn't willing to try it so sold it to a guy who runs in our class, going on a 555BBC.