Kaase is a very sharp guy.

Nope, I literally see it as the valve getting closer to the cylinder wall as the lift increases.

Yes, the starting angle is such that the valve intially starts on-center, but that very angle also has it moving towards the exterior cylinder wall. I mean theoretically if you kept on going it would simply run into the wall.

Having said that, I suspect that given the lift ranges most of us are talking about (street builds), so maybe .650-.700 at most (?), this probably does not hinder the air flow much.

Further on, I suspect that the shrouding due to valve diameter size has a much bigger role, especially the part of the valve head closest to the cylinder wall. This I believe is part of the reason why doing a de-shourding cut on the combustion chamber often helps with the flow.

I agree with Diplomat360 as I mock-up assembled my big block without pistons and rods to check the radial clearance of the valves and cylinder walls. I got the BIG suprise when at maximum lift I saw how close the exhaust valve was to the cylinder wall. I should have done it earlier, before all the final machine work.The clearance did reduce as the lift increased. I ended up with .030" radial clearance at max lift.No room for a bigger valve there. This dimension doesn't even take into account for any growth or deflexion due to heat or RPM. I really got lucky here. Engine is iron big block, 4.350", .690"lift solid roller w/Victor Max Wedge heads. More lift or smaller bore and there would be trouble.The point of the least clearance was in top ring territory, so no wall reliefs there. I'm sure that there is some valve shrouding effect here. The intake valve had, visually more radial clearance.I used a round wire gauge to accurately check the clearance. ( Miked a paper clip!) Bill

Are you happy with the performance of those heads? I use the same head. Are you still using the 2.200 valve? What compression?

I have not run the motor yet, due to some medical issues I had to take care of. It is 13.5 on compression, keeping the 2.20 valve. Didn't think there was good cost justification there with a 4.350" bore. I may have to use a very small amount of spray to hit my target for index racing and so the valve upgrade would be not too far from the nitrous cost I may need anyway. I'm sure ,dollar for dollar, spray is the better way! Bill

Y'all are following the trail that leads to relocating the cylinder heads farther inboard to get the open valves away from the exhaust-side of the cylinder walls. If link below works, it'll take you to a pic of a head that Jesse Robinson ("RAMM") modified for an older EMC event to offset the head... looks like about .100" to me, FWIW. This is one of those things where other engines (non-Mopar) can have an advantage cuz their heads have the valves located closer to the center of the bore. IIRC, it's one of the revisions that B1 heads (not B1-BS) have compared to the OEM architecture. PICTURE

Thanks for the great article showcasing some remarkable talent. There's always a way to get something done, but some people have a budget and not a bank. I'm one. Just another old retired guy building hot rods. The author of this thread may be in the same catagory. I looked diligently back thru the Edelbrock Victor info sheets and there it was. Check piston to valve clearance AND valve to cylinder bore clearances. I missed it. My fault. No funds to go back on it now as I can skate by on this one,w/ .030" radial clearance.Luckily, I opted to include nitrous oriented clearances and top rings to accomodate safely a small amount of spray in my build. I have to "run what I brung" at this point. I would not build another engine again to make more power w/Victor heads.Lesson learned. Bill

As a point of interest, a 2.30 intake valve will hit a 4.375 bore at a little over .800" lift.

Yes, I agree. I would never purchase these heads again. Jesse offered to fix mine for about $4000 a few years ago. I would rather buy new heads. Thanks for the pics Brad.

Didn’t know that was a problem on these heads and why a larger ratio rocker didn’t get you anything. Impeding flow is not a good thing and kills velocity.

They’re not any different in that regard than any other heads that retain the stock valve placement and angle....... in other words......”most” of them.

Ok, I understood they were in a different location from standard. Got it.

Nobody cares

Doesn't surprise me, 2.30 valve is pretty big and 4.375 is kind of small for an engine that needs a 2.30 valve. Typically you would want a 4.500 bore for that big of a valve. It might not pay to put a 2.300 valve in a head if the bore size is only 4.375.

Since we are talking points of interest. We run a 2.300 intake valve in a 4.25" bore in the Vette. Non wedge of course. But NONE of this math works in that situation save one persons source Oh yeah a lot more lift than the OP's source sites as well, a LOT more.

Upon my discovery I came to the same conclusion. I also learned that stock valve spacing limits you to I/E valve sizes of 2.250/1.81 or 2.30/1.78. Not enough radial clearance for 2.30 and a 1.81. Nothing super technical in that experiment, just mocking up parts on hand.

This is for my -1 tunnel ram 511 with a little over .800 lift.

That was my point: facts matter less than "how you feel about it"

umm...sort of a strange "turn" to this thread...and I'm not quite following the under-current since the most recent remarks seems to WANT to say "I disagree" but they just can't seen to get to actually making that point! lol

@polyspheric: I replied to your commentary re: my assertion the valves actually open towards the cyliner bore as opposed to the center, I even included a Mopar small block cut-through...I see that your original post, to which I responded, has now been editted by you, and is gone and has been replaced be a rather terse "Never mind"???

So the whining and complaining from @GTS340 and '@Harry's Taxi 2' is exctly what?

I mean, does that actually contribute anything to this discussion???

If any of you have an answer, ney, even an opinion based on supporting evidence as to what '@mopar dave' original post is about, I would love to read about it.

[now where is that "shaking my head with disbelief" icon]