[steve25]

If you want to take full advantage of the intake flow of those 722 heads you need to run .500” to better yet .550” lift since this is where peak flow takes place.

You also you do not want to run the stock type Tulip intake valves, the tulip valve on the exh side is fine.

You want to run a D port type nail head intake valve.

Also not running the stock type Tulip intake valve with its big chamber side dish will help with out with compression.

Have a valve job done on the intake side that maxes out the full OD of that 2.11” valve.

Only use a 2 angle valve job that keeps the stock 30 degree seat but apply a 60 degree bottom cut that takes that 30 seat width down to .050” but no more then .055”.

I hope your intake manifold is one that was originally on a 400 because the latter production ones and the replacement off the shelf ones where had a shallower plenum and runners and due to that made less power.

I forget exactly when this casting change took place. But I think you can find this info still on line.
If you can’t let me know and I have it here somewhere and will dig it up.

Exh wise these 722 heads are sluggish due to there large runner area after the short turn.

Running exh manifolds will help this condition out especially if you take the time to open up the inlet of the exh manifolds such that they are 1/16” bigger then the exh flange area of the head.
If the exh manifolds have the meat make the bottom 1/8” larger so you end up with a nice lip on the floor to reduce the low to mid speed reversion that the excess runner area in the heads produces.

Valve job wise on the exh side max out the 45 seat OD
to 1.805” then add a 30 degree top cut.
This arrangement should leave you with a .030” wide top cut.

On the valve itself add a 30 degree back cut that takes the .100” wide seat area down to .075”.

If the Q-jet you will run was off a Firebird note that many of them had restricted secondary openings, so be sure to grind that limiting tang off.