Quote:
Originally Posted by Dragncar
Would there be any meaningful performance advantage to the way Don originally wanted to make them vs bolt on ?
If it does not add up to a hill of beans make them bolt on, all accessory bolt holes and accept factory head bolts.
One would think that sales wise, he would sell far more bolt on.
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Quote:
Originally Posted by jhein
That's exactly what I've been thinking.
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Not sure exactly "how much" power moving the valves around would be worth. It's usually used for top shelf class builds with restrictions on the heads looking for that last ten horsepower. Edelbrock moved the exhaust valve over .050 to allow the use of a larger intake valve in the stock location. Just that one move caused issues with Edelbrock's test engine used for the development of the Victor manifold. The exhaust valves nipped the side of the pocket.
I believe I mentioned this earlier but a 2.11 valve will easily support 800+ HP without being moved.
A 1.66 exhaust will easily support 900+ HP
Over 1200hp has been made using standard Edelbrock valve locations.
IDK Don's reasoning for the valve locations and sizes he chose. I don't want to speculate. He's a smart man and I'm sure he has a specific buyers he wants to target.