I've shared these pictures elsewhere, thought I would share them here. Set of DO0E's that we had welded up and hope to someday have ported to raise the ports.

I works. That is something I did about a decade ago on several sets of c8 and dovec heads for some mud racers. They were dominating the bbc crowd in the ss class.

Unless you are absolutely required to use that number head ... it is a lot, LOT of work for such little power gain.

We are ruled to an OEM casted head.

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That’s some expensive work.

What are the rules in that class?

A port plate would have been a whole lot cheaper

dfree383 wrote:That’s some expensive work.

What are the rules in that class?

A port plate would have been a whole lot cheaper

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EverySparePenny wrote:

dfree383 wrote:That’s some expensive work.

What are the rules in that class?

A port plate would have been a whole lot cheaper

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Rule #3 of those rules states that "O.E.M. factory" port locations must remain as well.

rmcomprandy wrote:

EverySparePenny wrote:

dfree383 wrote:That’s some expensive work.

What are the rules in that class?

A port plate would have been a whole lot cheaper

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Rule #3 of those rules states that "O.E.M. factory" port locations must remain as well.

I’m sure you’re thinking like I am, that puts the mods that have been done here into question

Infraction indeed. When the project was started there was no "port move" rule, other than port plates.

Now that the rule has changed, if things ever come together, we will hope for untrained eyes. They've spent 8 years holding down the bench already, with the cost estimations of port work I've gathered over the last year, "rule bending" can be done more affordably elsewhere

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That work is a little tough to get by even untrained eyes IMO.

Sucks to lose all the effort.

dfree383 wrote:That work is a little tough to get by even untrained eyes IMO.

Sucks to lose all the effort.

Agreed. Would likely have better luck running an aftermarket head. Be more "stock" appearing

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Eliminator is making an iron CJ replacement head that may be worth investigating for the class as a alternative to the factory iron

And I would present it on a factory CJ core being rare and hard to come by it should be allowed like the iron gm replacements

Isn't Eliminator the manufacturer of that F460 head? Sold by Barnett?

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EverySparePenny wrote:Isn't Eliminator the manufacturer of that F460 head? Sold by Barnett?

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I believe so

dfree383 wrote:

EverySparePenny wrote:Isn't Eliminator the manufacturer of that F460 head? Sold by Barnett?

I believe so

I think that thing would be a bad mofo being able to use the A intake and exhaust. In my application

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EverySparePenny wrote:

dfree383 wrote:

EverySparePenny wrote:Isn't Eliminator the manufacturer of that F460 head? Sold by Barnett?

I believe so

I think that thing would be a bad mofo being able to use the A intake and exhaust. In my application

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They where showing some CJ Port stuff to that may fit the rules you've posted, I don't think the rules would allow an A460 based head, the GM guys would throw a fit.

They where showing some CJ Port stuff to that may fit the rules you've posted, I don't think the rules would allow an A460 based head, the GM guys would throw a fit.[/quote]


Hmm cj based head, if they get a cj "big V" intake, I can be happy with that lol

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The more local association would allow the port being moved it looks like.

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Have you ever considered a max effort later model EFI head??....it has a smaller Chevy-like exhaust port, that when its opened up, really flows well. There was a thread about those on here a while ago.

BBFTorino wrote:Have you ever considered a max effort later model EFI head??....it has a smaller Chevy-like exhaust port, that when its opened up, really flows well. There was a thread about those on here a while ago.

I have not, was always under the impression everything on those heads were just to small to dink with at all. I will have to try to locate that thread, Thank you

EverySparePenny wrote:

BBFTorino wrote:Have you ever considered a max effort later model EFI head??....it has a smaller Chevy-like exhaust port, that when its opened up, really flows well. There was a thread about those on here a while ago.

I have not, was always under the impression everything on those heads were just to small to dink with at all.  I will have to try to locate that thread, Thank you

They are not a good head for a large engine however, 475 cubic inches does not fall into that "larger" range these days.
A great option is a P.I. head #D2OE-AB.

Plus I wouldn’t get too fixated on exhaust flow or something that you can run ultra high compression and unlimited cam timing on.

rmcomprandy wrote:

EverySparePenny wrote:

BBFTorino wrote:Have you ever considered a max effort later model EFI head??....it has a smaller Chevy-like exhaust port, that when its opened up, really flows well. There was a thread about those on here a while ago.

I have not, was always under the impression everything on those heads were just to small to dink with at all.  I will have to try to locate that thread, Thank you

They are not a good head for a large engine however, 475 cubic inches does not fall into that "larger" range these days.
A great option is a P.I. head #D2OE-AB.

Really, the D2, interesting, there again had been lead to believe chamber was not of the best on those due to maybe detonation issues? This information is from a source of whom I trust, though is not highly experienced with max performance of these engines I would say.

Yes for sure our 475's are tiny compared to most of what else is out there these days lol

dfree383 wrote:Plus I wouldn’t get too fixated on exhaust flow or something that you can run ultra high compression and unlimited cam timing on.

After reading much of what this forum has to offer in the past year, I have come to realize that maybe the exhaust flow is a little to sought after with this project.

Got a cam from Lem to hopefully wake up the current combo even with the slightly anemic 14:1 compression

EverySparePenny wrote:

rmcomprandy wrote:

EverySparePenny wrote:

BBFTorino wrote:Have you ever considered a max effort later model EFI head??....it has a smaller Chevy-like exhaust port, that when its opened up, really flows well. There was a thread about those on here a while ago.

I have not, was always under the impression everything on those heads were just to small to dink with at all.  I will have to try to locate that thread, Thank you

They are not a good head for a large engine however, 475 cubic inches does not fall into that "larger" range these days.
A great option is a P.I. head #D2OE-AB.

Really, the D2, interesting, there again had been lead to believe chamber was not of the best on those due to maybe detonation issues?  This information is from a source of whom I trust, though is not highly experienced with max performance of these engines I would say.

Yes for sure our 475's are tiny compared to most of what else is out there these days lol

Simply saying D2 is not definitive ... A D2OE head is NOT the same head as a D2VE head ... BIG differences.