Simply because I've wanted a set of TP's since they first came out in '67 and because, I think the TP can be made to flow the most of any FE head, sort of Jay's offset rocker heads.

On Stan W's web site, there is ported original that flows 383 cfm @ .600 another flows 342 @ .700 and I'm sure Jay's can be made to do 400 cfm @ .700, maybe more.

Those are my so/so heads.

My good heads are Jay's TP heads, with Blair help!

If you can't think out of the box, you'll never get out of it and see the light of day!

That iron block production is not easy for any of the folks who have done it.  We should be glad to get them, and if there is no other option, we just have to fix them, if possible, no matter the brand.  The FE resurgence has been supported over the years by Dove, Shelby, Genesis, BBM, and Pond.  Currently, for different and unrelated reasons, iron blocks are scarce.  Some will come through eventually.  For my use, I will deal with the minor issues, and if a block has no major flaws, I will use them and be glad to get them, regardless of the manufacturer.  I’ve been using the various aftermarket offerings for about 30 years now, and I guess it’s been so long since I assumed anything was okay on them, we just don’t think twice, and look at everything to start with.

Blair, this entire statement is true.  Suppliers drop and the engine family is getting older every day.  The same applies to us and the customer too, and someone pays the hourly rate to fix the block whether it's builder labor or customer eats it.  In my case, I inform them and eat it unless something big, even when the customer supplies the block.  It's just quicker and easier that way. Like anyone, I would like to minimize working for free though.

In the end, I know the FE is far more difficult to cast, and I appreciate they take on a small business venture that will be very unlikely to make them rich.  There are no "buts" after that.

Here, we start with pressure testing water, then scoping oil galleys and probing with a long pick, and when suspicious, reversing mains, blocking decks, and rubber freeze plugs to do the same for oil at low pressure...although I think I may start doing that at initial inspection, then check main shell alignment and then I mag.  I am aware of the thrust bevel, I have only seen one, and on the cap, so an easy fix, but I watch now.  The deep NPTs are a pain, some go quick, some take a lot of experimentation for an easy thing, all this I have started to do before we scope it in the CnC. 

I may be expecting too much, but I think some of those could be production checks.   I do appreciate the blocks, same with Pond's, but things like the deep NPT (I'd cheer for a shallow, especially ends of the side oiler gallery), the thrust, the bearing tabs, cap numbering, etc, but I think these are under his control of production, and I hope asking for it is within customer feedback.

I'll also add I have a 445 in the works I haven't bought heads or pistons for yet, the others are too far down the road.  I will say that I follow a mantra from my days in the air.  "Plan the flight, fly the plan" with a customer, TFS is easy because I know what they do and can do, and I nail it in an estimate.  Happy to talk offline.

Doug - Brent builds good engines, Blair builds good engines, both at higher quantities than me.  I hope all of us builders, suppliers and racers stay friendly with each other, as these engines will likely be out of style in our lifetime. 

To me, TFS came out with big guns for the street, nailed it, had some supplier hiccups, then got right back on the horse. Sounds like with Blair's help, BBM did the same and likely more options for deep breathers.  I am good with that, but in the 500-700 HP street FE world, TFS has been making it easy.  Doesn't mean I hate brunettes because I am with a blonde   but the blonde is easy and pretty LOL

I actually placed in the top 5 in the last cam challenge.  Ahead of one of the previous winners and a few cam lobe designers.  Thanks for the mention!