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Sometimes.

I don't hate you. But I know your reputation. So the answer would have been "No" again.

I actually do this stuff for a living. I don't write checks for it. I won't be at SEMA to look at others work that are in the industry.

Still mad because I turned you down for an engine build a few years back? I don't associate with guys like you, no matter how fast they are. And something else, you can try a cheap shot from at me in person ....ANYTIME.

I know where a set is. PM sent on where they are. Is this post OC approved?

Thicker port walls. Improved valve location in the chamber. Improved valve guide distance (so we can install a much larger valve). I really like the semi-oval intake ports over the rectangular ports, but we can't have everything.

There are two schools of thought on it with smart people on both sides. I have tried every finish, but went back to a 60 grit finish. I've been carbide rough to 600 grit smooth. My take...is that the guys picking up power with a really rough surface (or dimpled) have wet flow problems. I like...

Have it your way Ronnie.

Nope. There is no such thing as too much airflow. You can have too much cross section though. ETA: A good A to B example is NHRA Pro Stock Motorcycle. The 4 valve engines in the past ran cams with 10 degrees less duration than their 2 valve counterparts. The 4 valve heads flow better, and fill...

That is a popular LSx head as it comes from the maker. The wet flow is horrible. You can't see it in the pic but that port has a curved wing in the valve pocket. They put it there to reduce swirl, but in the process they cause air/fuel separation. What you see is the head disassembled. It was...

Ronnie, we can be friends ANYTIME you decide to. It is completely up to you. I don't like this.

Ronnie, here is the last head I wet flowed here in the shop. What do you think of it? Is it good? Bad? Why? Thanks!

Here's the biggest problem with the Striker head on boost. The casting is thin and they crack/break. I've had a half dozen sets come in for welding repairs. So I had to do this to make it hold. So Ronnie, if I have to add a 5th head bolt .....why not just start with a Gen 4/5 head that...

Pro Stock engine builders in the past have had bigger better flowing heads that ran slower. BUT...it was because they did not yet have the valvetrain to turn enough rpm to take advantage of them. With the new rules limiting rpm we'll see them put more stroke back in the engines and reduce port...

My customers have seen more torque, not less. The casting is too thin to ever make it too big anyway.

No. A lot of shops have builds with *properly* ported Gen 3 heads and Street Striker heads. The difference is about 10.

You're the master of second hand information. That's one reason why you've been on my ignore list for several years. You don't like me. I get it. I don't care much for you either. Please don't try to pit Jeff and I against one another. The last time he and I spoke was about a set of Gen 4...

The Street Strikers usually flowed about 335. some of the race versions went 355, some more. It seemed like there were two different ports on them. Some of the Race heads had the street ports, just with a bigger valve. Ported without welding I can get 390 cfm out of a Striker head and make...

They're nearly the same. Except the exhaust port on the Gen 4 head is much better. Mike Chapman of Chapman Racing heads designed the intake ports and chambers on both.

Jerry's engine is a racing engine with lowered compression for pump gas and a small cam for street manners. Put 13.5:1 in it, race gas, and 10 degrees more cam and it would probably make 1000 flywheel. Non of the Striker heads I have wet flowed did well. They have what I call an "internet...