T/A heads

Head “A” only had some minor bowl work done to it before I started in.
It also got hardened ex seats installed along with the intake seat and bowl being re-cut.
The PR pinch on this head hadn’t been touched, whereas in the other head it was blown out pretty good.
Certainly way more than would be required for these flow levels, and way more than I really felt like doing on this head.
I opened the ports to the gasket, and removed enough of the pinch so it didn’t “look” too much different than the other head.
Basically, I made them 1.050” wide....... about .100” wider than I’d do for this type of job where I wasn’t using T/A heads.
(The port I tested on head “B” was already 1.150”+ before I dressed it up).
I also didn’t remove as much from the guide boss on the curved wall as the other head(can’t quite get a 1/2” burr in there), nor did I take quite as much from behind the guide to make the boat tail as pointy.
To make the appearance of the two heads similar, I knocked some of the peak off the boat tail on head B to match this one.
The ex ports were done the same way as head B.

These are going on a hot street build with ex manifolds and a cam very similar to the MP 528 cam(which would also work fine in this motor).

Lift—— in/ex
.100— 63/47
.200—130/99
.300—192/131
.400—237/148
.450—255/155
.500—259/159
.550—251/162
.600—253/165
.650—254/168

At least as far as the flow bench is concerned, at these flow levels, the big PR pinch seems to be worth basically nothing.
I normally get a std head PR pinch into the .960” range when going after this much flow.
The limiting factor for flow still ends up being the SSR.

Since this isn’t a race car where max power is the top priority, and these aren’t run of the mill J heads that are easily replaced...... I’m erring on the conservative side on how much I’m going to lay back the SSR.
Looks like 255-260 is where these are gonna be.

If I’d have had two unmolested heads to start with....... they would have rec’d less porting, and flowed less.