they're mine. ported by porter racing heads.

Is that a 2.14 or a 2.19" valve?

What did you wind up using them on and how did that motor run?

Hey look what I found in the tech archives: I guess my memory (or my head flow) from 20 YEARS AGO!! isn't what I thought it was !! lol!

http://www.moparts.org/Tech/Archive/bb/55.html

The set I had were 2.19", I couldn''t remember exactly what the exact .600 numbers was but for the time it was quite respectable. it was over 285 at .500 though which I was happy with. I was the most happy with the 265 @.400 because that's a number I knew works really well on a street motor in terms of roll-on torque. Even with a broomstick for a cam a B/RB motor will pull hard with a strong .400 number.

Back 20 years ago I think a decent set of iron BB heads would flow 270-ish so it was pretty decent.

Now we see 310 at .600 out of small block heads pretty routinely and the Chapman Stage VI's that Dwayne flowed for me back in 2005-or 06 went 335 @ .500 and 364 @.600 and I was blown away.

Now a set of TF 270's will flow almost as well as them right out of the box.

2.14 intake, 1.81 exhaust. ran a 6pak intake, k65 engle cam, headers, 9.3:1 compression. i really didn't mess with performance much, drove it a lot. never went to the track. wheelspin and trying to keep the car straight was horrendous.

Don’t have the whole chart yet but at 5 and 6 is pumps 301, falls to 294 at 7.

2.14 intake. We will see what he can get out of them with some flogging.

i've saved mine hoping to get back into it all one of these days. i firmly believe the ones i have make as much power as edelbrocks. of course that statement is a rub on the common culture. it's all silly to me.

Looks like what you ran for a combo is pretty darn close to what I have planned. Plan on sticking it in either an A Body or my A12.
The A12 would be a piece of cake, tire/header/axle wise.

Was the track prepped when you raced it? What was the combination you were running then - chassis, tire, etc.?

i haven't been on the track in a long time and at my age (75 next month) probably won't be back to the track. i never raced a prepped track and have no times on the stage 5's. it's not easy to peddle a 6pak car out of the hole when the carbs open up and the engines making some torque. i got into some fuel supply issues and that made a noticeable difference when "helped"; never completely resolved. what i did have a problem with on the 5's was eating the #6 intake guide. never found a rhyme or reason for it. i did use the crane stage 4, 5, 6 intake rockers (they weren't necessary but i fell for the hype); couldn't find a geometry problem. my heads do have bronze liners and to be honest i think they're just cheap junk.

Thanks for the reply.

I remember the set I had with 2.19" intakes on my 10.25:1 508 ran really strong, T

The key on the street for a big block standard port motor was the mid-lift flows were very stout for a relatively small port cross section and my intake manifold worked really well, and having over 270CFM at only .450 lift with strong velocity makes for a very responsive motor.
And an Iron head 10.25:1 motor like roughly another point on an aluminum head and at least back then there weren't too many 11:1 Edelbrocks running around, so on a comparative performance basis I was very happy with them.

I wound up selling that motor on Moparts and the guy Paul (I can't remember his Moparts name) dropped in in a 72 Roadrunner with just a hydraulic Flat tappet and a six pack and he was super happy with it. It ran like a Scalded Ape with very good street manners. It probably still does,

just looking over some flow numbers and comparing that with what i have and know the stage 5's i have probably have a flow advantage over the Edelbrock's i'm running now. i don't and won't use high lift and extreme lobes in my engines. i've run the same cam (.520 lift at the valve) with both heads. the flow sheets i have show 278cfm at .500 for the 5's and the advertised edelbrock numbers are 278 at .500; but the Edelbrock numbers are probably inflated a little. i just can't see how the edelbrocks without some kind of work can make more power. i'm not trying to unreasonably dump on the Edelbrock's because they have been reliable, burn good; but they aren't cheaper to install and if i wanted more flow than the 5's i'd really have some money in the swap. i think the negativity about iron at times is totally unreasonable. there is a place for both. the real negative about iron vs aluminum is repairability. it's easy to weld aluminum after you blew apart but not iron. if you seriously do the math on the weight thing vs the whole car there isn't a lot there; especially if bracket racing and there aren't any tire limits.

The cylinder head guy feels he can help them with some bowl to short turn work and some seat work.

Gonna give it a shot. I’m happy at 300 but if he can get more for a few more shekels and eliminate the stall then i’ll go for it.

depending on your goals i think 300 would be a good performer. i think the over looked part is the exhaust port. i think mine were 240 with a tube.

Don Little had a set of Stage V BBM heads (287) on Classracer last year for sale. He did one intake port and I think he said he got 290cfm out of it, most likely with the 2.08"/1.74" stock size valves since he is a Stock/SS racer and engine builder.

Stock/SS legal heads for a 1969 383/440
C = 2843906, 3462346, 3751213, 4006452, 3769902, 3769975, 4120187, 4532287(SS ONLY)

mine are '287's. those class racers can work magic with stuff. always amazed at how much they can accomplish.

any update on how these turned out ?

I'm keeping an eye out for a set myself

Project is on hold until I get back from the Indy Swap Meet. I may sell them along with the 493 short block.