Giving out specifics stopped when certain FE "gurus" stopped giving information, and only posting "atta-boys" for their customers.  I was always open and willing to give out flow data on heads and intakes until everyone started comparing "X" with "Y" abilities.  I still check in with Jay's forum daily to see what is new, questions relevant to Fords, or what is happening.  Giving out camshaft specifications, compression ratios, ring packages, cylinder wall clearances, crankshaft and rod clearances is a plus if the builder wishes to give them, but that is not anyone's right to that knowledge just because they come on the forum.  If I built a 900hp FE, I certainly would not give out the specifics of camshaft lift, duration, lobe separation angle, compression, head flow, or intake flow, etc.  Brent usually is very open to most information, and if he chooses to keep his custom order camshaft's specifications to himself, then that is his right.  JMO, but if he quit posting, things would really be dead here until Jay wows us with something new.  Joe-JDC 

By the way, those coated pistons were for my 375Y EMC engine with 12.8 compression, .0055 piston to wall clearance, and it made 613hp.  That bore is 3.862", so I don't think your 4.090" block with .0055 clearance is an issue.  Joe-JDC

Wise move.  Headache avoided.   Joe-JDC

Yes, the '69 Boss 302 had 2.230" intake valves which was proven to be too big for the cubic inches.  My heads had a bad valve job, and had to go to the 2.250" valve to get some of the angles back.  Joe-JDC

1.900 throat is a bit small, 89% would be 1.940, 90% would be 1.971, 91% would be 1.993".  If those seats were cut properly you should be able to work with that.  Going to a larger valve there would get you some shrouding of the chamber and cylinder wall and lose flow.  If you need to buy new valves anyway, try to get 2.200" or 2.225" to help with unshrouding and gain your multi-angle valve job.  Looking at the picture, it looks like someone cut your venturi out directly under the seat.  Hopefully you can make it work.  Joe-JDC

I did not add anything to the intake port.  Jay beefed up the guide and I blended around the guide.  This was a first run casting that Jay is going to update for future production.  The combustion chamber is a whole lot better than the stock Ford.  I could have lowered the exhaust valve seat ~.020", opened up the whole port on both sides and roof, and reshaped the short turn for at least another 20 cfm exhaust flow.  I always prefer to increase flow in stages instead of grinding out something that would be nearly impossible to put back.  Those heads have lots of potential for a very strong FE.  My local machine shop owner's wife passed away last month, and things were hectic to the point I didn't take the head in to cut more seats and hone the guides so I could work another cylinder for Jay.  My Neway cutters are great for touch-up on the seats after they have been cut, but not for cutting new seats.   Joe-JDC

There are a lot of folks here that have built and raced SBFs for decades, EFI included.  Bought my first 289 Mustang new in 1966, and have had both FEs and SBFs ever since.  Boss 302, 351/400, 351Ws from 357-427CI.  Y Blocks since 1962.  Maybe your answers are available here.  Joe-JDC 

To be honest, the elbow should only be used for supercharger applications.  I agree with the statement that the throttle blade angle at part throttle skews the air flow distribution.  If it had been a simple solution, then Ford would not have gone to the trouble of creating those upper plenum with the 180* airflow change.  Joe-JDC