I had the pleasure of speaking with Bruce this morning and I have to say he’s just a really cool old school drag racer with enough stories to write a book. I think we all could relate to him in one way or another. He also told me how him and PMuller9 crossed paths. For those of you that don’t know PMuller9, he is an extremely sharp dude who is also very active in these forums. PMuller has been an absolute terrific educator to me. Almost every I know about these motors, I learned from him.

Bruce was very pleased with the results of the level 1 street/strip head. These flow numbers have exceeded all of our expectations with no cost to reliability. All your standard ford six parts will be a direct bolt on.

For those of you interested in this head please pm me your contact info. As this gets closer to production I will reach out to each of you. I will be working on a order form.

This is a a repost from ford-six.com

This is the First of many posts to follow, after our development team decided to separate the cylinder head flow development work into three distinct, mutually exclusive categories. 1) The entry level S/S or Street/Strip 2) the max -flow version. Both of these U-Flow offerings are patterned after the 1986 thru 1996 4.9L OEM Ford engine and are aftermarket sourced through EngineQuest the only supplier we are aware of. 3) will be the long awaited cross flow Aluminum casting “LS3 style” aftermarket NOT GM produced New castings. All development work on these 3 products from flow testing, fabrication, in-house machining, engine builds, to include Dyno testing, will be documented & chronicled via this Forum as time and resources permit.
Here are the finalized Street/Strip CFM flow numbers, expressed in thousands/inch Valve lift with manometer raw numbers corrected to 28” of Water.
.100-54; .200-100; .300-140; .400-176; .500-210; .600-220
None of us expected this much flow out of our type 1 head but after 4-months of thrashing on various combinations we are collectively very pleased to share this important outcome. Think of it this way; if you follow the basic Ford flow lab principals we had to adhere to [back in the day] they were a) maximize flow using the minimum cross sectional area b) maintain high velocity throughout the entire port length c) use the smallest diameter valve possible to avoid chamber shrouding.
We then added our own minimum program goal of 85% minimum ‘throat/pocket’ to valve seat inner diameter to the above principles for a personal roadmap of success. Importantly, we have exceeded this 85% requirement with a final throat ratio to seat on the intake side of 90%.
Soon you will have the finalized chamber volume for the type 1 head.
Soon you will have baseline cfm numbers for comparison to my Preparation H head we flowed earlier this year.
Soon you will have estimated HP and Torque numbers you can expect to achieve when you use this Type 1 assembled head on your engine package. ???Sound lofty, sure but doable using today’s available mathematical calculations.
LASTLY, our colleague PMuller9 will have a field day with this data and probably will amaze you with the accuracy of his projections vis-à-vis various engine configuration and outcomes possible with this much breathing ability. Bruce