Originally Posted by helicoil

That should be enough air for an honest 760-770 flywheel HP in an 'optimized' engine package.

Hard to believe just 10 years ago running 280cc intake runner 14 degree heads with 2.200" intake valves were suited to a 'drag only' 8500-9000RPM SBC. Amazing to see heads like this today can 'fit' a street car and work out with a docile camshaft and lower compression, yet still perform.

Look forward to the results and the driving impression!

Originally Posted by WKMCD

Those who have followed this over the past couple of years have probably figured out I could have made more power for less money. That's not the point at all. I continue to be amazed at what these GM castings are capable of if handled properly.

I'm still horribly dissapointed in the FAST 102 when I think that the intake is still the weakest link with making big power with these heads.

Originally Posted by Shawn @ VA Speed

Don't be quick to judge something based off of other people's experiences.I have done ALOT of things over the years that other swores wouldn't work.Not always the parts,but the combination of parts and or how they are massaged.

Originally Posted by Shawn @ VA Speed

Don't be quick to judge something based off of other people's experiences.I have done ALOT of things over the years that other swores wouldn't work.Not always the parts,but the combination of parts and or how they are massaged.

Originally Posted by helicoil

That should be enough air for an honest 760-770 flywheel HP in an 'optimized' engine package.

Hard to believe just 10 years ago running 280cc intake runner 14 degree heads with 2.200" intake valves were suited to a 'drag only' 8500-9000RPM SBC. Amazing to see heads like this today can 'fit' a street car and work out with a docile camshaft and lower compression, yet still perform.

Look forward to the results and the driving impression!

Originally Posted by helicoil

That should be enough air for an honest 760-770 flywheel HP in an 'optimized' engine package.

Hard to believe just 10 years ago running 280cc intake runner 14 degree heads with 2.200" intake valves were suited to a 'drag only' 8500-9000RPM SBC. Amazing to see heads like this today can 'fit' a street car and work out with a docile camshaft and lower compression, yet still perform.

Look forward to the results and the driving impression!

Originally Posted by Shawn @ VA Speed

My new bbc heads flow 585 on the intake-i think it will be awhile before any factory casting can flow that

Originally Posted by WKMCD

Those who have followed this over the past couple of years have probably figured out I could have made more power for less money. That's not the point at all. I continue to be amazed at what these GM castings are capable of if handled properly.

I'm still horribly dissapointed in the FAST 102 when I think that the intake is still the weakest link with making big power with these heads.

Originally Posted by WKMCD

Those who have followed this over the past couple of years have probably figured out I could have made more power for less money. That's not the point at all. I continue to be amazed at what these GM castings are capable of if handled properly.

I'm still horribly dissapointed in the FAST 102 when I think that the intake is still the weakest link with making big power with these heads.

Originally Posted by veee8

****, my buddy has a set of Shaifroff ported Dart Big Block heads, that a few years ago, were top of the line street/strip heads, that peaked at 380 cfm. I was impressed back then with the numbers.

Originally Posted by Shawn @ VA Speed

I remember back in 95 when i was building my 421 n2o engine.Bought about the baddest small block chevy heads at the time.15 degree valve angle
2.185 1.60 valves.290cc intake runners flowed 360 intake 250 exhaust.Cost me over $5000.00.Now you can have the same thing for $2000.00.And they say going fast is expensive-should have tryed it back then.

My new bbc heads flow 585 on the intake-i think it will be awhile before any factory casting can flow that

Originally Posted by helicoil

Your probably right about the intake, at least a FAST, being the limiter, hell even a Super Victor would choke that intake (out of the box). This would need either a thoroughly worked over Super Vicotr or Cary's intake to be optimized. I have not read the whole the thread, I am just curious to see the end result of this level of the build.

I am not sure I would consider it a 'cheap' build, but definitely a nice build. Sleeved block, CNC'd heads, etc., It is looking to be a very nice combination of parts.

I just can't help but be a little questionable/ on the fence about a head with so much runner volume and the performance down low. I think it will scream between 5000 -7500 RPM if the cam/valvetrain/intake will take you there. Don't get me wrong, I hope it is an all around performer. Pretty interested in this combo.

I really don't have any experience with these heads on these engines to speak from. Looking to learn something.



Thats Shafiroff for you , most good head porters get 420 cfm @ .850" or so out of the 'good' intake runner on early Dart 360's. Shafiroff is known to be just a little bit more than 'optimistic' in his advertising. Today, guys like Curtis Boggs at RFD are getting an honest 500 cfm, or close to it, out of a 'conventional' BBC head, Edelbrock Victor casting actually.




Is that what is wrapped up in these heads? 2000.00?

I remember buying a set of Pro Action 14 degree heads for my blown alcohol 400" SBC back in 1999. They had just hit the market then. The New Zealanders 'advertised' 400 cfm intake and 300 cfm exhaust. After waiting for 3 months, they showed up and went straight to the flow bench. Peak numbers on the intake were in the low 380 range and the exhaust went mid 270's. Yep, they were about 5000.00 with Ti valves. I would have never dreamed of installing them on a street car with low compression and a hydraulic roller, that is what I find so interesting with these L92's/LS3's/LS7's, etc.

These L92's look impressive, but aren't they limited to spring options (diameter/seat pressure) and then isn't the deck thickness pretty thin? I would just have to question them, from a dollar perspective, as a choice for a 'race' motor where a power adder may get used, at 2k plus the options start to open up out there. Not many classes out there these days run straight up motor any more. So I guess their 'fit' is in an application like this. As mentioned earlier, I am very interested to see the overall the result - peak numbers, under the curve numbers, and overall seat of the pants driving experience (throttle response and mid range power/torque). It looks like the FAST intake will help with some of that.

Originally Posted by Phil99vette

Should be interesting to say the least when its all said and done with. This is really just what it looks like when you have someone who is passionate about their work and their work is building badass engines of any style. If you look at all the engines Shawn has built, you'll start to see a trend.

Originally Posted by allngn_c5

Kevin what kind of time frame are we looking at before we get to the knitty gritty? Baseline, and cam testing, intake testing etc etc.

Best wishes to you my friend. I know you have good people working on everything and a lot of thought was put into it so the results should kick ***.

Help me to understand the 380 cc runner. You aren't going to add compression, sticking with 11.5 to 1, and with the larger runner is the new larger bore going to be enough to compensate the additional flow capacity and maintain throttle response of the 403 ?

Just wondering, I'm sure you've discussed it with the guys so I thought I'd ask.

Can't wait !!!

Originally Posted by edcmat-l1

I'll hit on this one Doug.

We're moving along pretty well on Kevin's project, and hope to have some engine dyno results very soon. That's all I can say on that.

As for the throttle response, well, as any tuner would tell you, "it's all in the tune" LOL

All joking aside, the big port heads don't really seem to loose anything in the low end torque/throttle response area. I do think alot of it is the intake manifold, cam selection, and of course tuning can make up for alot of it.