Well, the valves are not a culprit in my soon to be issues...the constant checking of my 250 lbs closed, 700 lbs open springs are a whole other story

Cam plays a massive role in the driveability factor...my custom small base circle billet grind solid roller with 257/261, 106 CL, .648/.648 might be another story though

But seriously...tuning is the key. I have good resources and unlimited use of a dyno to help me out.

 

From what I remember, 350 plate, no pipe. I never thought AFRs numbers were that high on the exhaust side. Now TEA, that's a different story.

Mine were nothing fancy. Just the average 2.08/1.60 valve arrangement. I did make some changes on the exhaust side since they are on a turbo car.

 

What changes? More porting? Mine are going on a turbo setup as well.

 

I opened up the exhaust side as much as possible. I tried to recreate a D-port, then enlarge the sides, but I cut through a wall. Simple fix w/ a TIG though.

I thought about trying some tricks w/ the intake runners, but figured I'd see how the exhaust work did before I push more air into the chamber. If I need more power, I can just turn the dial.