Just got my heads back, and they look pretty damned good. I got them with 2.00 & 1.56 Ferrea valves. Plus he got them to be in a very prompt manner, and he answered all my questions quickly. Great guy to do business with.

Lift Intake Exhaust
0.050 35.8 28.4
0.100 65.9 53.3
0.150 103.9 76.3
0.200 132.9 105.4
0.250 160.2 128.2
0.300 189.3 145.4
0.350 213.1 155.9
0.400 234.9 167.3
0.450 248.6 175.7
0.500 258.4 182.2
0.550 267.2 186.9
0.600 271.7 190.5
0.650 272.5 192.9
0.700 268.3 194.9
Max. 272.3 194.9
Avg. 194.5 141.7

 

Looks good.

I have been heavily considering his porting as of late.

How much u pay for porting and valve jobs?

 

Humm...did you get a good valve job on that? Ionly ask cause I got a few sets of ported LT1 heads. One set of the ported LT1 heads that I have has stock size valves but are backcut manley valves and with a kick *** valve job done by one of the best I porters that exist.

Low lift numbers on those heads are:

.050" 42.5
.100" 75.4
.150" 106
.200" 137


Anyhow, Those are decent max numbers on the intake and pretty good on exhaust too. However, those are some "iffy" I/E or E/I ratios. Its around 80% at some points(low lift) and then it gets as bad as 69.6% up high(.550"). Let someone like Combination motorsports make you/or pick out a custom cam for ya to get that most out if it(like with any h/c setup). Youll also need a super high lift exhaust side cam to make to most of your exhasut flow...that that will require some super good springs and probably more machine work on the heads, if youre out to get the most of what your setup has to offer.


Edit...I just realized you running 306cam. That might actually be good cam up to for your low exhaust % numbers, but I dont know how all that exhasut flow will like the 80% low lift exhaust numbers.

 

It was $400 for the porting, $200 for fitting the new valves, decking it, assembly, flow testing. I also had him buy me the valves, so that was an additonal $220.

Yeah, I've got to do some more research on my cam for my 355. It'll probably be a hair smaller with more lift, and I'll have to see what lobe seperation I'll want considering I'll be spraying a rather large shot on it.

 

Yeah...Ill be running the TNT dry direct port kit(300hp for the track, less on the street...but kit goes to 600hp ) on my forged LT1 on a cam with only 6degree more exhaust duration. My heads on that setup flow in the 74-79% range at all points(actually increases almost perfectly as lift increases). Good luck on your selection/setup.

Oh yeah, thats on a 112LSA also

 

Thanks! What's your cam's lobe seperation? I'm somewhat coping a friend's setup. He's got a little 355, dedicated fuel for the N20, and he's spraying a 150 on the first stage, 300 on the second. He's running a 112 I think, I thought I had to run something more like a 114 or 116?

 

Well, to make the most of out a N2O setup you would want a 114 or 116 LSA. However, I wanted to favor N/A in my setup so I went with 112.

You can run nitrous on basically any LSA(to a extent) but Itll be less effective. Cmotorsports said you can basically subtract 10hp for every LSA jump.

ie....a 200shot on 116lsa might make 200 to the tires, that same shot on a 114 might make ~190rwhp and a 112 might net you ~175-180rwhp on the same shot. But in turn you will have a slightly better N/A performer which im sure you use about 99% of the time anyhow. Thats why I decided the way I did. I would rather sacrifice a little on N2O for better N/A. Espically when the N2O shot is as large as it will be. Plus, you could always up the jets to make up for what you lostdu to the 112 or less LSA The decision is up to you.


I edited the above post...but my LSA is 112.

 

Is that with new seals, and 5 angle valve job?
How about springs?