Thank Brent,
I look forward to more builds.
This one specifically showed that there isn't a whole lot of "extra" power using TFS heads on only 395 cubic inches over a set of
decent iron castings.
For 430 to 450 hp uncorrected one does not require TFS heads or BBM etc... Kind of overkill perhaps at these power levels.
Cheers
Interesting that you said that. I look at the iron heads not only for their power potential, but potential cost. You are correct, that with a fresh modern valve job, a modern set of valves and springs, and good prep, they can flow in the 260-280 range to support a build like Scott's. However, when you add fixing broken exhaust manifold bolts, guides, seats, cutting for modern valve seals, aftermarket heads become pretty attractive, and you still have the iron heads to sell if required. I don't know what Scott did to the heads, but my guess is was a pretty nice cleanup in the bowls, it's what he does. I'd be interested to know if he went smaller stem, because it's no significant cost increase, but they are not your standard C6AE-R and time and parts are money.
FWIW, I do run iron heads on my truck because I needed the exhaust port, and we got 277 cfm out of them, good for 550 hp or more for the right combo, but in the end they weren't any cheaper than the alum ones I have on the Mustang
One last thing, all bench racing, I think the separation would have climbed quite a bit more if both engines had medium riser intakes. My opinion is that the TFS heads were better than the intake at high RPM and Brent's would have kept climbing
In the end, still two big number motors, both will be a blast wherever they end up