Tons of great news and great pictures, but I keep forgetting my camera. After some training I ran the flow bench myself so my machinist could keep doing other stuff. It was slow going at first while I was getting the hang of it. And the bottom line is... These heads flow well, as they should, considering a 2.06" intake with 238/240cc runners. I tested only 2 cylinders on the driver's side head, cyls 5 and 7. First the head was run bare with a flow guide, and then with manifolds attached. Each test was run at 28 inches of water differential and ambient temp of 80F. Cfm flow is calculated by multiplying a % reading from a manometer times the max flow of the range setting used. For example, Range 4 has a max flow of 298 cfm, so 50% on the manometer means 149 cfm flow.
Lift .100 .200 .300 .400 .500 .600
#5 Int (good port) 80.2 153.5 192.2 233 264.4 295
#5 Ex 52.5 100.9 133.8 161.6 177.6 190.4
#7 Int (bad port) 74.5 149 199.6 237 268 283
#7 Ex 52.5 104.9 138.3 164.8 176.4 192
#7 Int stock mani 71.5 138.6 171.4 190.7 205.6 214.6
#7 Int mod stock 75.7 141.5 174.3 198.1 214.9 225
#7 Int Edel Vict Jr 75.0 149 195.2 230.6 256.3 266.7
There are so many interesting things to see. First is the peak flow, 283 bad/295 good. I figured it would be close to 300. The rule of thumb for performance engines is hp can be roughly twice the peak intake flow number, assuming good intake manifold, exhaust, comp of about 10:1, and cam of 230-240 degrees at .050. By that rule, these heads are capable of about 600 hp. Of course it will never make that much in emissions legal trim with the stock manifold. Unmodified, the manifold kills flow by 70 cfm. And this was with the manifold completely bare, so air was flowing in from all around. In the truck the flow will be even more restricted. The port matching I did increased flow throughout the range. The Victor jr naturally was much better. But I am surprised to see that even it restricted flow to less than the bare head flowed. Maybe that's why tunnel ram manifolds are known to make the most power.. Tomorrow I will post pics for sure.
Edit: The spacing on the table I made was lost. I might need to post an excel graph or a picture of the table to make it easier.
Lift .100 .200 .300 .400 .500 .600
#5 Int (good port) 80.2 153.5 192.2 233 264.4 295
#5 Ex 52.5 100.9 133.8 161.6 177.6 190.4
#7 Int (bad port) 74.5 149 199.6 237 268 283
#7 Ex 52.5 104.9 138.3 164.8 176.4 192
#7 Int stock mani 71.5 138.6 171.4 190.7 205.6 214.6
#7 Int mod stock 75.7 141.5 174.3 198.1 214.9 225
#7 Int Edel Vict Jr 75.0 149 195.2 230.6 256.3 266.7
There are so many interesting things to see. First is the peak flow, 283 bad/295 good. I figured it would be close to 300. The rule of thumb for performance engines is hp can be roughly twice the peak intake flow number, assuming good intake manifold, exhaust, comp of about 10:1, and cam of 230-240 degrees at .050. By that rule, these heads are capable of about 600 hp. Of course it will never make that much in emissions legal trim with the stock manifold. Unmodified, the manifold kills flow by 70 cfm. And this was with the manifold completely bare, so air was flowing in from all around. In the truck the flow will be even more restricted. The port matching I did increased flow throughout the range. The Victor jr naturally was much better. But I am surprised to see that even it restricted flow to less than the bare head flowed. Maybe that's why tunnel ram manifolds are known to make the most power.. Tomorrow I will post pics for sure.
Edit: The spacing on the table I made was lost. I might need to post an excel graph or a picture of the table to make it easier.