So I just read this thread.  I'm not going to try to sell my heads on here.  A person should do research and make an informed decision.  "Patrick CNC" can't accurately describe a pimple on an elephant's ass of all of the different programs we have.  I have revised the "Street Pro Port" seven times over the course of the time Edelbrock has been doing those castings.  When a person comes here for heads, the first things to figure out are budget, and how they intend to use it.   From there, I try to inform them to the best of my ability and do something to maximize their "bang for the buck".  There are five intake ports, two exhaust ports, and two combustion chambers that we generally sell in Ed Pro Port castings when selling cylinder heads or top end packages. I have a few other ports that we use in class legal or max effort race apps, that are cost prohibitive.......if not working within rules, it just isn't a sensible way to go.

"Street Pro Ports" have stock MR location intake and exhaust flanges.  I don't advertise numbers.  I sell heads that work.  Just for information purposes, I had Bischoff flow a Street Pro Port as a "3rd party".   320 at .500, 347 at .700.  Exhaust 240-ish in the stock location.  I don't need to go into any more detail here, but the ports are in the MR location, and they don't look like anything else mentioned here, and they do not cost $6K.  $4200 is current pricing for standard seats and 72cc chambers.  From there, there are MANY options. It is possible to get Econo Pro Ports for $3500, or max effort class-legal heads that are 15K. Raised and relocated exhaust ports flow 255 to 280 depending on port and valve size.  It all depends on goals and use. From 55cc chambers, to Oval Port and High Riser intake ports that will flow 400+ cfm, depending on where they are flowed.  I never see more than 390 here on any of my ports, but other folks have benches that read higher than mine.

We also work on many other brands of heads.  We just finished R&D on the next generation BBM heads. They are better than current offerings with only a 2.100 intake valve, and notably superior to any current stock location shelf available heads with the optional cnc package. They should be available in the Fall. 


Posted for information and clarification.  I'm not sure why every topic in which my stuff is mentioned always results in one or more experts on here, without fail, making false assumptions or misleading statements about my junk.  Sometimes there are trade-offs to accomplish goals.  Often, a max flow number is given up to get more meat where it needs it.  Sometimes ports are smaller, with high velocity by design, so quoting a flow number doesn't tell the whole story.  If you just buy a flow number, you may not get what you need.  Lots more to it. 
BP.
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Blair, I have a .030 block with a stock stroke and thinking of buying a 462 stroker. Can you give me the top three or so, of heads and which cfm to check out ? I know there's a lot different ways to go, but just your words of wisdom on what the engine needs. 😎

With those criteria, if you have the funds, a set of Blair Patric pro ports would arguably be “the best”.

But I think if you look at the dyno section you will find that the Felony, BBM or trick flow heads are all capable of those numbers. The TF look to offer a bit more bang for the buck with the CNC porting, but they have their quirks.

I think most would agree that the BP PP heads are on another level and are worth the extra money.

There are others out there, the pro-max are not so cheep knock offs of edelbrocks, ( from what I’ve heard, and for the price you might as well just buy a set of the Edelbrocks.

Speaking of Edelbrock heads, out of the box you probably won’t get there, but with some work they have made some serious power.

Take a look at the dyno section and it should give you a pretty good idea of what heads will do what.

Pretty broad question, what is the intended application supposed to do? A mild cruiser and a 8 second drag car have vastly different head requirements, as does a .030" over 352, compared to a 520 cube engine. Kinda like asking how high is up.

When doing a sonic test, usually the thinnest spot is recorded, meaning everywhere else is greater than that spot.  After you do several sonic tests, you can begin to recognize the pattern of how a cylinder is shaped.  Many have over .200" in the thrust areas, only to have a spot somewhere that is less.  Many blocks start out thick, go thin, and end up thick at the bottom.  Also, many of the blocks that used antifreeze will be thicker than those in other climates where plain water was used.  Simple logic, but if a block has had antifreeze in it since new, it can still have thick bores even after 60 years.  I do have a block that is making 600 hp with ~125" on the thrust walls at the thinnest spot, and less than .100" on a couple of inside walls.  Next time I tear it down, it will get a half fill of hard block, and a light hone with torque plate.  Joe-JDC