I'll find out in a little while if I get to pick my motor up today or not. My dead line was last Friday but they ran into trouble with the D3 heads and the Victor intake. We had talked about it on here before. It just wouldn't fit. Like I said before it was unbelievable how bad it really was. So I took an old model set of heads I had to them and we set them on the motor and laid the Victor on them. I think they are C9VEs. The port layout on them worked out really nice with the Victor. I never new that the 2 heads had different port locations. So hopefully they have these heads ready and can finish the motor.
We pull Saturday so it looks like I will be using a Vacation day Friday to get the truck put together and hopefully encounter no major problems with the install. I'll be running one of Travis's clutch setups this year and with the suspesion setup hopefully all will workout ok and we can be close enough to the boys with the HP to make them tighten up. Man I hate running this late getting things together !!!!!

Hopefully things will go well for you. I'm taking my motor back down to the dyno this Saturday to get the tune set for the new cam, and if all goes well with that, I'll set the motor back in the truck Saturday afternoon and start the process of getting it put back together.

Alan

Are you going back to the same shop that you dynoed at last time ???
What have you done to pick up HP.? I know you were going to change cams.
Did you get to talk to Scott J.

Yea, I'm going back to the same dyno. I ended up talking with Brett and the guy that owns the shop and they both came up with about the same specs. The cam is the only thing I changed to get more ponies. I'm already at 14.5:1 compression, so the only other thing I can do to find more is heads, and that is not in the budget.

Trying another carb? there is a company MPG HEADS that make bronze tongues that go in the exshaust side of the head. They fill in the bottom of the port which is supposed to enhance it's flow. I don't know for sure that they help . But I do know the guy that flowed my heads said if he just laid his finger in the bottom of the port that the flow picked up. So that tells me that the bronze tongues should help. BUT I don't know if the exshaust is what is holding down the power or not. Scott told me one time that the intake side is what limited their horsepower production. (dove, C9, C8 etc)It maybe worth asking... Maybe doing a few things like that could gain you 40 or 50 Horses and not break the bank.

I am sorry but there is no "different" port layout or location in "stock" 385 heads over the years.

Some are smaller, rounder, or more oval, but not a single head where the port was in a different location.

The Victor wasnt sposed to actually line up with the ports on a stock head.

It was designed to even out flow issues between the bad ports. Manifolds do this by being offset, or by varyin the shape of the various runners, some bein larger than others, or smaller etc.

The police interceptor intake port layout was the best all around shape.

And is the best one for Victor port matching.

Yes, the heads like that exhaust insert - is why we were usin em 20 years ago, and why edelbrock heads are now usin a D-port shape.

my C9VE's barely worked with the Victor intake, intakes were way off. My Cobra-Jet heads are dead on.

ever laid a CJ intake gasket over a stock C head?

They dont barely make it either.

It was never intended that the intake "bolt" on without some port work.

Maybe the ports varied on my heads because the way they were cast. The D3s that is. Anyhow I had 2 different shops look at them and neither one could match the ports between the D3s and the Victor they were 3/8 of an inch off in oppsite corners. BUT the C9s looked great. The floor of the port and sides matched really well . Just the top was taller in the Victor then the head's ports. Something is really different between the D3s and the C9s that I have because I know the ports didn't move in the intake from head set to head set.
Alan if you would like to call MPG their number is
303-762-8196. I have a price of $189 but I think they have gone up because the price of Brass is high now. I talked with a guy named Scott. He seemed very knowledgeable

Wierd - I have ported every cast head Ford ever made, (including D_3's), for these things and never run into the discrepancies you have stated.

For that to be true, then the intake gaskets even for the stock head would never line up with the ports.

But anyways it doesnt matter, you have it resolved.

Curious though, are you using the standard victor or the Cj Victor - there is a huge difference in the two intakes

It is the Victor with the small ports. I had hoped that if I used it on this motor one day when I got to run with the big boys and had good set of heads with the CJ ports I then would open up the ports tn the intake and not have to buy another one. I hate that I had to spend money to fix another set of heads that really weren't what I would like to run but only what I could do to try to make the show.
This whole motor from day one has been nothing but frustrating and after all this I didn't get the motor yesterday So I won't make the show on Saturday. But I have learned alot and have less money to prove it.

I never could see the ports of the Stealth intake when it was on because it was a dual plane. It may have not fit any better then the Victor.

I didn't know there were Cobra Victors and Dove Victors? When I had my Victor hooked up to my C9VE's the intake holes did not match up to the point that I am surprised that it did not leak. I will try to find the old gaskets and show the indentation marks of the manifold to head. When I bolted the intake to the C9VE heads I just assumed that all was well. The engine ran extremely well. So, Draggin1, don't worry about it not running good,IF you get it sealed(vacume) it will run "good".
What really ticked me off is I switched to a 4500 carburator and the bolt holes on a 4500(Holley) and 4150(Holley Dominator) are not the same. Maybe 3/16" difference. No reason for it. So, then you can go and spend another $65.00 on an adaptor.

There are 4 Victors...Two Edelbrock Victors, one with 4150 carb flange, one with 4500 dominator flange. And there are two Ford Racing Victors, one with 4150 flange and one with 4500 dominator flange. All Victors have the same exact casting including runners, only the names and carb flanges are different. Even the casting is the same there, just different machining processes for the carbs. I have them at my shop and have done measurements and comparisons.

No Victor Jr., Sr., or Super Victor.

However with all that said...please feel free to call Edelbrock and request an updated Super Victor, I have several times myself.

Bret