DON’T BE FOOLED!

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BPE

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Joined
Mar 30, 2010
Messages
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Location
SW Michigan
I know it’s been a while but, things sometimes take waaaaay longer than expected and I didn’t want to show back up without real world results. I feel like the flow numbers thing is an issue that I get questions about all the time so, let me explain my side of things. And, please understand, I’m not trying to step on anyone’s toes or shame anyone else for where they’re at with their program. If manufacturers or someone else claims big flow numbers without actual track results or telling the combination, wouldn’t you be a little skeptical???? I would like to think that we all know flow numbers are relative to the bench. I understand the idea of buying something and feeling good about the money spent and then being disappointed in the outcome (I’ve been there) I’m no different than any of you when it come to that. Some of you may know the previous issues (1set) that I sold to a member here and it wasn’t up to my expectations. When that happened. I made no bones about making it right and pushing forward with something better. Since then, we’ve spent a lot of time on R&D and back and forth. I now feel more than confident to tell people about our updated program. My brother (Vic) and myself have worked together on this and are just trying to bring something better to the small block Mopar community. We both have 40+ hour regular jobs but,have always been into the idea of making SBM’s run. Anyway, enough about that, how about some actual back to back comparisons… This is a direct comparison between a Trickflow 190 cnc head and ours. The only difference was that I convinced the owner to not mill the heads to 60 cc’s because it wasn’t needed to pick the car up. After some discussion he settled on 65 cc’s based on what I already knew about both heads. He ended up with 3/4 of a point less compression (previously12.36 now 11.66) .This is a 422” run of the mill street/strip car that weighs 2985 lbs and uses a flat tappet Hughes 264°/268° @ .050” cam, victor 340 intake and a 4150 carb. With a small converter adjustment I think the et will get even better. The car picked up over 3 tenths but, the real story is where it matters and that would be the 5 mph increase. Weight of the car and mph are real indications of horsepower, not flow numbers!! I truly believe that we have the best standard port SBM head out there. This isn’t an anomaly, We have other cars out there that have shown to be pretty sporty as well and I will post them as time allows.
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Head is very impressive I know 4 guys with Rod and Vic head on there motors all run very well 71 dart 416 3150 seen the car go 995 @ 133 street car
 
Nice to see you post Rod. Am very happy with mine, have some different goals than some of the other guys who have bought them. Not at all out effort for sure, but 10.20’s 30’s is plenty to make me happy for no more than what I have.
You and Vic deserve a ton of credit, they blow away anything else available in a standard production style head.
 
I know it’s been a while but, things sometimes take waaaaay longer than expected and I didn’t want to show back up without real world results. I feel like the flow numbers thing is an issue that I get questions about all the time so, let me explain my side of things. And, please understand, I’m not trying to step on anyone’s toes or shame anyone else for where they’re at with their program. If manufacturers or someone else claims big flow numbers without actual track results or telling the combination, wouldn’t you be a little skeptical???? I would like to think that we all know flow numbers are relative to the bench. I understand the idea of buying something and feeling good about the money spent and then being disappointed in the outcome (I’ve been there) I’m no different than any of you when it come to that. Some of you may know the previous issues (1set) that I sold to a member here and it wasn’t up to my expectations. When that happened. I made no bones about making it right and pushing forward with something better. Since then, we’ve spent a lot of time on R&D and back and forth. I now feel more than confident to tell people about our updated program. My brother (Vic) and myself have worked together on this and are just trying to bring something better to the small block Mopar community. We both have 40+ hour regular jobs but,have always been into the idea of making SBM’s run. Anyway, enough about that, how about some actual back to back comparisons… This is a direct comparison between a Trickflow 190 cnc head and ours. The only difference was that I convinced the owner to not mill the heads to 60 cc’s because it wasn’t needed to pick the car up. After some discussion he settled on 65 cc’s based on what I already knew about both heads. He ended up with 3/4 of a point less compression (previously12.36 now 11.66) .This is a 422” run of the mill street/strip car that weighs 2985 lbs and uses a flat tappet Hughes 264°/268° @ .050” cam, victor 340 intake and a 4150 carb. With a small converter adjustment I think the et will get even better. The car picked up over 3 tenths but, the real story is where it matters and that would be the 5 mph increase. Weight of the car and mph are real indications of horsepower, not flow numbers!! I truly believe that we have the best standard port SBM head out there. This isn’t an anomaly, We have other cars out there that have shown to be pretty sporty as well and I will post them as time allows. View attachment 1716317509View attachment 1716317510
Even with the reaction time, well done guy!
 
What heads are these? Are these the bloomer heads that ppl talk about here?
 
Good numbers. Making it work well for sure. Real world performance numbers from the track have always been the final gauge of a combination. Flow numbers from the bench are a guideline tool for the guy doing the carving.
 
These are our VR-200 heads that my brother and I have worked on for a while now.
If You don't mind sharing, what is the peak & average velocity on those, Thx..
Jim K6
 
If You don't mind sharing, what is the peak & average velocity on those, Thx..
Jim K6
Much like the flow numbers, the air speeds are something I will keep to myself. I hope you can understand why. I will say we had certain airspeed targets that we were trying to achieve at different places in the port to make this head perform best on engine sizes around 400 - 430"
 
Much like the flow numbers, the air speeds are something I will keep to myself. I hope you can understand why. I will say we had certain airspeed targets that we were trying to achieve at different places in the port to make this head perform best on engine sizes around 400 - 430"
Lol, I do understand, peace...
 
What castings are the head? I'm assuming they are the same castings as the SM heads. What valve size is used?
 
What castings are the head? I'm assuming they are the same castings as the SM heads. What valve size is used?
I have actually used a couple different castings. My current stock is based on the SM casting and utilizes a 2.08" and 1.600" valve sizes.
 
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