Okay, just got my heads back from being cleaned, checked and flow tested. It appears that while they are not entirely stock, they have had only a minor clean up in the bowl area just behind the valves. They also only had a 30 degrees seat on both intake and exhaust, and the exhaust seats are extremely thin, so that is something I will have to keep an eye on if running unleaded fuel. Otherwise, they are in good condition. The chambers were measured at 123cc.
The flow results, at 28" through 2.25" intake and 1.90" exhaust valves. The 2 tests were done, one on each head. The results are within a couple of cfm of each other.
Lift Int/Exh
0.100" 91/69
0.200" 172/124
0.300" 236/162
0.400" 275/192
0.500" 312/209
0.550" 323/217
0.600" 332/227
0.650" 342/234
0.700" 351/241
0.750" 357/248
0.800" 358/254
I also had one head flowed with the factory C6AE-J single 4 intake manifold attached, a 1" 4 hole spacer and an 850 Holley. The flow was checked at 0.500" lift and at 0.700" lift at both an inner and outer port. At 0.500", the combo flowed 274/277, and at 0.700" it flowed 302/287. So as I suspect, the 4V intake will be a bit of a choke on these heads, which is why Ford moved to the 8V intake manifold for later production engines. However, I will still run the 4V, as it is a fairly rare piece and still should be able to support a streetable 550hp.
I also took the bottom end to a machine shop to be checked out. As soon as the head of the shop saw the conrods, he said throw them in the bin. They are a cheap import brand made in India and of poor quality. So I bought a set of Scat H beams with the ARP2000 bolts, which also should be sufficient for my hp goals. The block checked out okay, apart from needing to have the decks squared, which is good. So the machine shop will do that and then rebalance the rotating assembly.
Once I get it back home, I will check the clearances and measure the piston dome volume to see what the static compression will be. Once I know that, I can then order a new pair of cams for it.