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Does anyone know or have any idea what the max flow (porting) numbers are on a set of victor Jr. heads? I have a set that were ported to flow 308 CFM @ 600 lift on the intake and 224 @ 600 lift on the exhaust. Is there anymore meat on these heads? The heads are on a 408 Windsor and I'd like to make more power out of the motor in the future. I'm wondering if it is worth sticking with the Vic Jr's or should i step up to a set of AFR 225's or some nasty trick flow heads. If anyone has any experience, articles or publications on this it would be appreciated. Thanks.
Richard.
 

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Discussion Starter #4
SCROLL DOWN THROUGH HERE will give some idea
Remember to check flow at all lifts to truly compare as lesser low lift figures not improved can reduce power output

Stan Weiss' - Cylinder Head Flow Data at 28 Inches of Water -- DFW / FLW Flow Files for use with Engine Simulation Software[/QU

Thanks. It's a lot of information; data per manufactures specs and a link to Edlebrocks website. I was wondering if anyone had general ballpark numbers on the max porting range of the Victor Jr's?
 

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I don't know what they max out at but I would say there is lots left in your combo. Were you running the ported versions in your sig ET? I run in the low 120s mph range with out of the box vic jrs. Lots of guys running way quicker than me. Did you have any particular goals in mind?
 

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Discussion Starter #7
I don't know what they max out at but I would say there is lots left in your combo. Were you running the ported versions in your sig ET? I run in the low 120s mph range with out of the box vic jrs. Lots of guys running way quicker than me. Did you have any particular goals in mind?


Yes they were ported before the motor was built. They flow 308 CFM @ 600 lift and 224 CFM @ 600 lift on the exhaust ports. I have to dial in front suspension (it's the reason for slow time in my setup). I'm running Total control products front coil over conversion with Adco sway bar up front and Cal tracs mono leaf and cal tracs traction bar in the rear. Almost two totally different suspension combos,. Road race up front and drag race in the rear. The car sits super low so I need to raise the front end up some to get better weight transfer. My goal is to eventually make more power: I'll want to stay N/A and maybe run E85 looking to get the most out of the Vic. Jr's. Hopefully eclipse 600 WHP.
 

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Discussion Starter #8
dID YOU SCROLL DOWN TO THE FLOW DATA for SBFs They show just about every head ported by several shops and as cast


Yeah I did thanks. Seems like they max out around 320 ish intake and 250ish exhaust @ 600 lift.
 

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Discussion Starter #9
Is there a such thing as a max Horsepower range one can expect to get out of a fully ported Vic. Jr. NA??
 

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Your not going to find an absolute flow limit for your head. Too many variables with different porters and different flow benches. Best you can do is search the internet articles and if it sounds too far fetched, it probably is. Check Fox Lake Racing or Bennet as they are both known good porters of your heads. I'd take a wild guess and say that the 320-330 (post corrected) range would be pretty much it IF larger valves are also installed to take advantage of the flow. That could put a 3000lb car into the high 9's or low 10's.

If you really, really want to go this route, contact MCRP (Mike Curio) in PA or Duane Bush in NC and you'll have one of the baddest set of heads out there. I'd say that you'll also have well over $1500 more in them, plus the matched ported Super Victor intake will also set you back close to $750 just in labor. Small tube headers will then become a concern and you'll need to step up to 1 7/8 or 2" primary tube headers to take advantage of all that work.

Without some type of power adder, you're not going to reach 600 wheel HP with the Vic Jr, even if max ported. Your going to need to look either at the 240+ cc high ports, ported Victors, or build a Clevor with a decent aftermarket head.

I would also suggest getting your suspension and drivetrain in order now before adding that much HP. That is every bit as critical, if not more, than engine HP. You should be able to run an 11.50 with the power you already have. Also do what you can to lighten the car up as much as possible and strengthen the weak points.
 

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i HAVE FLOWED SOME INTAKES bolted to cylinder heads
A VrJr intake with draft removed flows about 190 CFM bolted to well ported DOOE heads @.500 lift and flowed the intake on a set of well ported Canfields got the same 190 CFM but maxed out at a bit lower lift.
The DOOE heads flowed 235 @ .500 LIFT
tHE cANFIELDS flow was over 300 @ .500 lift.
 

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A VrJr intake with draft removed flows about 190 CFM bolted to well ported DOOE heads @.500 lift and flowed the intake on a set of well ported Canfields got the same 190 CFM but maxed out at a bit lower lift.
Yes, definitely something to be gained by having the Vic Jr properly ported (or better yet a ported Super Vic.)

Curious turbo2256b if you've flowed any nearly OOTB 351w Super Vic 2924 or even a guess of what they might flow? (I understand that the outboard ports need work.)
 

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Check Fox Lake Racing or Bennet as they are both known good porters of your heads. I'd take a wild guess and say that the 220-230 range would be pretty much it
Without some type of power adder, you're not going to reach 600 wheel HP with the Vic Jr, even if max ported.
I am sure Dennis meant to say 320-330 Cfm range and that does seem to be the top numbers in the chart that turbo posted up. I would also agree that 600 rwhp is going to be very difficult to achieve with these heads in NA form. I think you would need a power adder to get there or some very top shelf parts including heads to try and do it naturally aspirated.
 

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i HAVE FLOWED SOME INTAKES bolted to cylinder heads
A VrJr intake with draft removed flows about 190 CFM bolted to well ported DOOE heads @.500 lift and flowed the intake on a set of well ported Canfields got the same 190 CFM but maxed out at a bit lower lift.
The DOOE heads flowed 235 @ .500 LIFT
tHE cANFIELDS flow was over 300 @ .500 lift.
I know you post this up often and I still do not understand how this is possible. If I understand what you are saying it doesn't matter what cylinder heads you have if you bolt an out of the box vic jr intake to it you are maxed at 190 cfm. Using an online formula for hp potential vs airflow Hp= max intake flow x .25714 x number of cylinders.
Using that formula 190 cfm X .25714 X8 =390.85 horsepower. Clearly there are many including myself making more power than this using an out of the box vic jr intake..Can you explain how this is possible?
 

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yES WITH THINGS LIKE A cam could put one over theoretical HP as well as other factors.

An example though is a guy (sorry its a 350 chevy) Had us do a set of Brodex heads air flow was in the 360 range possibly a bit better. His car was a full body 72ish Camero (the big body one). 30" slicks, 9000 rpm shift points, tunnel ram, wild cam, pure drag car. Stall was 7000 rpm. Dont remember all else other than he was turning like 113 118 MPH in the quarter. He installed our heads trap speed didnt change. He tried different gears, cam, different slicks, some other things no change.
He kept calling us told him he needed a better intake and more carb think he was running dual 750s. Finally he found a sheet metal dual dominator intake with carbs included. Bolted them on and turned 145 in the quarter first 2 runs. Third run he blew the trans guessing because the power at 7000 had increased so much at 7000 the power realy came on at the same time the trany converter locked up and blew it. Suggestion then was a bit lower stall.
Dont know what happened after that but he sent us a picture of his car almost vertical wheely. A not on the pic " thanks for the blow job I mean the head work"

When one gets up into the 300 CFM range it is tough finding an intake that comes close to heads flow numbers without a lot of porting the intake or best off with a sheet metal intake. A really well designed sheet metal one could actually increase a heads air flow.
I dont remember on any cast intakes even ported getting any closer than around 20 to 30 cfm of realy high flowing heads.

I will jump to one of my intakes a dual quad Blue Thunder on my 302.
Took me 2 weeks 6 to 8 hrs a night to bring it from numbers similar to a Performer RPM 155 to 176 CFM depending on runner and or upper or lower ports. In the end each runner was flowed and ported to the port it was to be connected to in the finial assembly. it ended up flowing 215 CFM bolted to my DOOE hEADs FLOWING 235 @.500 lift Except one port did a bit more grinding and flow went down to 213. At that point said screw it think I GOT ABOUT THE MOST OUT OF IT and might end up down hill from there.
 

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jUST GOT OFF THE PHONE WITH THE GY THAT i WOKED WITH PORTING HEADS AND SUCH. wERE BOTH SEMI RETIRED. He couldnt remember porting a ford VrSr did some chevy stuff. think we went through 3 or 4 different intakes to match up to his brothers SBC flowing in the 360ish range think we got within 30 CFM of the heads flow dont remember what intake he ended up with. But it wasnt a tunnel ram I
know we tried that.
 

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Discussion Starter #18
Your not going to find an absolute flow limit for your head. Too many variables with different porters and different flow benches. Best you can do is search the internet articles and if it sounds too far fetched, it probably is. Check Fox Lake Racing or Bennet as they are both known good porters of your heads. I'd take a wild guess and say that the 320-330 (post corrected) range would be pretty much it IF larger valves are also installed to take advantage of the flow. That could put a 3000lb car into the high 9's or low 10's.

If you really, really want to go this route, contact MCRP (Mike Curio) in PA or Duane Bush in NC and you'll have one of the baddest set of heads out there. I'd say that you'll also have well over $1500 more in them, plus the matched ported Super Victor intake will also set you back close to $750 just in labor. Small tube headers will then become a concern and you'll need to step up to 1 7/8 or 2" primary tube headers to take advantage of all that work.

Without some type of power adder, you're not going to reach 600 wheel HP with the Vic Jr, even if max ported. Your going to need to look either at the 240+ cc high ports, ported Victors, or build a Clevor with a decent aftermarket head.

I would also suggest getting your suspension and drivetrain in order now before adding that much HP. That is every bit as critical, if not more, than engine HP. You should be able to run an 11.50 with the power you already have. Also do what you can to lighten the car up as much as possible and strengthen the weak points.[/QUOTE


Drivetrain is in orders, I just need to find a shop that can adjust my suspension so I can hook and 1.6 60'. If I can do that I can I believe 11.5 or lower should be achievable. I would like 10's, but with a 3.70 ratio I don't think I have enough gearing.
 

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Discussion Starter #19
@ frdnut Are you running a manual trans and what is your gearing and suspension? Thanks.
 

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@ frdnut Are you running a manual trans and what is your gearing and suspension? Thanks.
Yes I am running a toploader. Rear end is a 9 inch with a 4:11 detroit locker. The front suspension consists of roller upper arms and spring perches with six cylinder springs. CE 3 way adjustable shocks that will be replaced soon with the Calvert 90/10s.
My rear suspension has caltracs and the calvert 9 way adjustable shocks. I am still running what I believe is the original 1968 rear leaf springs and I need to change them out. I will probably get the calvert split monos to match the rest of the parts.
So far I have a best 60ft of 1.68 that I have only achieved once. I am running a set of smallish ET street tires and have had a hard time hooking. Typical 60 fts are in the 1.80ish range and I am trying to get that down to at least low 1.60s. The caltracs and rear shocks are new to me so I have some experimenting to do to try and improve my 60s. I am also hoping to try some full on slicks this summer.
 
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