They state 400 + cfm at .800". Anybody running them?
Doug

I have them. Only been to the track once and the new E-85 carb was running rich. I think they flowed around 385 at my cylinder head guys bench, but that was without any entry form and I think on a 4.30" bore?
I think they out flow my single 4150 1,000 cfm carb? The car ran nearly the same ET as when I had my 335 cfm heads on the car (but as mentioned, there is more in the new engine once I get it tuned.)

They must have a huge cross section to support that. J.Rob

385 without any entry radius? Coffee just came outta my nose! J.Rob

these are Moderns cnc port but yes they can go big LOL.



Andy F has done some stuff with Victor heads maybe he'll chime in.

The heads pictured were being built but then I moved and it all got put on hold for the time being.

This is the only set we have tested

We were having a discussion the other night about BB Mopar heads for a quicker style bracket car. The B1 and Indy design being over 25 years old. What amazes me is the Pontiac Edelbrock and the Indy AMC head seem to make more power even though they are a "nitch" head. I know question of bore size comes up, but LS, small Ford,Pontiac,AMC are no bigger. Yet all have proportionally high flowing heads.
Doug

Those look like the flow numbers from their old program. If you look here they have a revised table with better low lift numbers @.600-.800 lift:

http://www.hughesengines.com/TechArticles/1headflowchartscomparisons.php#4658S3

When I asked Dave Hughes how to get .700+ lift he told me (not verbatim) that the scrub pattern on the valve tip would get ugly and retainer to rocker clearance would go away unless you used a much too tall stack of rocker shaft shims. Once I solved the valve train geometry issues the clearance issues went away too. Dave told me "been there, done that" and just run a smaller cam.

I said no way and bought a bunch of retainers and locks to figure out how to get a 1.625 spring in there with a 2.00" installed height. I then called Mike at http://www.b3racingengines.com/ and he hooked me up with a rocker shaft spacer kit that put everything in the right place for good. Now I can run an .800 lift cam but with the older heads they didn't increase much from .700-.800 lift so it wasn't nessecary.

Anyway, I'm in the same boat as Mr. D7. My engine is almost ready to dyno after two years of moving into and fixing up our second, now primary residence.. All that needs to be finished are a little bit of welding on the revised Schoenfeld dyno headers and to figure out if we want to dyno it with or without the nitrous kit.

Thoughts on what this will make?

How fast will a 3500 lb car go with it? With a 300 shot?

Da da da...the suspense lol


Here is the engine combo from 30k ft:

-511" based on a 400 block with aluminum caps/studs
-4.375" bore/6.535 rod (2.200/.990)/4.25" stroke crank
-Diamond 4.375" pistons, 1.32CH, -12.5cc reverse dome (~11:1ish with the heads below)
-Hellfire rings, H13 pins, standard oil ring
-Edelbrock Victor MW heads CNC ported by Hughes and cleaned up by me. ~380@.700 lift
-Hughes 1.7 ratio rockers, Manley TI retainers/locks
-Isky Tool Room RAD-9999 springs
-Isky Redzone EZ-X lifters
-B3 Racing Engines geometry correction kit (it was right on too!)
-Jones Cam, >.700 lift, 280's@.050
-Quickfuel 4150 1000CFM carb, will test annular and down leg boosters on the dyno.
-Indy 400-2 4150 single plane intake cleaned up by me
-TTI 2.125-2.00" step headers with exhaust to be determined
-6qt 70-71 Hemi oil pan, 3/8" pickup, HV pump turned down to make reasonable pressure
-Monte Smith flowed NOS brand "Big Shot" plate kit
-MSD 7AL2, old school 3-chip timing retard, HVC coil, FireCore Fiddy wires.
-All gaskets are Superformance with the exception of the MLS head gaskets.
-Electric water pump, etc.

Those look like the flow numbers from their old program.

The Best flow sheet is dated 2010, so I'd expect that's correct. I have the #s Hughes posted for their original MW program somewhere...