It's all relative. You can have too small, small, correct, big, and too big. All depends on what is considered as "small" and "big". The correct port will make more everywhere. Too large is what kills air speed and torque down low, which usually translates to higher torque and power. Too small does the opposite, but can also kill power. Knowing that will help people realize, a "bigger port" or, bigger than what most think it would need, doesn't always mean less torque and power, even down low. And a "smaller port" doesn't always mean more down low and kills up top. A small head for the application WILL kill power everywhere. The only way to determine that factually, is by knowing which head is correct for the application, and adjust from there according to application and rpm/power goals. No such thing as a head being too large or too small for the cubic inch, but there IS for the application. I will add, valve events play a role as well.

its the cubic inch. 400 works great with 200+cc heads. 350? not as good, for torque that is.

@@frigglebiscuit7484 That is the generalization I was referring to. Not only is it 100% false but it's also the complete WRONG way to go about it. The engine doesn't know what cubic inch it is, nor does it recognize a specific "cc" runner. And for an FYI, a 200 cc runner will work on many different cubic inch combinations, it just depends on how that "200cc" is achieved. Just sayin'.

@@jrdmotorsports9718how can I figure out what heads are good for my application?

@@Kemothebarber What's the application? Target power and rpm? What is the goal?

I show it at the beginning of the video.

Would love to find an untouched Victor E. But Im thinking it would be next to impossible to find one.

Thats a good point. I will be testing my ported promaxx 215cc heads the next time I change the heads. I don't have any plans to do the dragon slayers anytime soon.

Same engine.

I’d go with 215 gives you head room to grow and won’t hurt you.

The Maxx 200s would be a closer comparison to the 195 Enforcers. I bought a set a few years ago before the Project X heads were available. I don’t think you can bet the Project X heads for the price and I wouldn’t hesitate to put them on a 406

I tested those intakes the first round. I probably will not test them all with these heads.

@@WeingartnerRacing ok sounds good

It looks like he's using a early design of the 2975 Victor Jr and they may have different flow characteristics than the latest design 2975. There's definitely a difference in the shape of the runner

Holdener kinda debunked that with his intake pier volume test on KZfaq

What were your results?

@michaelherman2207 any luck on the swap?

Depends on which one.

Its said that promaxx is an afr eliminator copy. Enforcer is another Dart knockoff

Where ya get em??

Engines that pull from 1000 to 5000 are stock, GM builds lots of them, most people want more power in their performance vehicle, which is simple, if you want more power you have to move the RPM range upwards. Even GM's high powered engines like the past like the LS7 427, were weak down low. If you have a heavy vehicle, and stock converter you have strike a balance, but usually more cubic inches is the right answer to your performance question.

@@donavan2676 and which heads are best? That was my question. Not everyone wants a race car

So the 215 head is not for you.

@@hankclingingsmith8707 but maybe they are... without testing, who's to know?

@@johnb7430 ‘big’ head, and have bullet cut a proper cam for the combo and desired rpm range.

Huge difference, but would be fun to see some real data on this comparison.

Trick flow has a set that looks like double humps.

They are trick flow twisted wedge GEN 1

It's not done for power results, it's done to slow down flame speed. Critical for power adder engines. As a builder, I just control quench with the head gasket so to me, softening is kind of pointless. However, what would be the difference on an N/A engine with tight quench and no quench? You'd be very surprised.

​@@jrdmotorsports9718I believe that the softening is important on nitrous motors. All the nitrous engine builders do it

@@hankclingingsmith8707 I know why it's done.. Point being, a thicker head gasket does the same thing... but better. The fact that not every engine with an adder needs it done however, is a different conversation entirely.

Carb flow is rated at 1.5hg vacuum. So it’s not a direct comparison

Many they are in other videos

Just went with an older weiand stealth on top of some home ported sportsman 2's under the stock 84 c4 hood. With the fitech I have at best 2" between the underside of the air cleaner lid and the top of the injection unit. But man does it make power compared to that crossfire!

Victor Jr is about as short as it gets for carb height. I had an '84 with one and it fit under the hood

Yes

​@WeingartnerRacing I'm definitely excited for that !!!

Cant wait for that. Should be interesting to see if the other racy manifolds improve with that CNC head or not.

I believe they are in the video.

Yes, for sure. You will most likely need a bit more rpm the smaller you go with displacement. I am a dealer like Eric, and ProMaxx products and service are great.

I don’t understand what you are asking.

the enforcer 195. or better yet a promaxx 200. that project x 215 seems to work better o the 383-406 stuff for sure

@@KingJT80 Hey thanks for the reply!

Maybe I will get to try that.

I would like to do that but I don’t want to buy the afr195 heads.

@@WeingartnerRacing Just to see how good the afr 195 comp product is ""suppose to be "" [there claim] . Be interesting at what size head makes streetable power and strip power band The Vic JNR is definitely surprising . WHY because there are many magazine test with similar motors that rate it in the lower half of the listings . Once again thanks for the honest answers ...

It’s showed and said at the beginning of the video.

Possibly, if you are comparing generalized port volumes that are offered in shelf designed heads. It's not about overall advertised volume, it's about how you achieve that volume.

It says at the beginning of the video.

those project Xs are more $$$ BUT OOTB the enforcer for up to 6500 RPM redline not one overseas head uses a 8mm lsx valve setup. only AFR does that. thats where the value is. lower RPM strokers personally id buy the projext Xs for a ford because i have a 302

I bought the books. The pro maxx 215 project x heads flowed fine on this 406, even past 6500. But the flow numbers show they will flow much more rpm. Now since I run a 350 cid these heads would run great probably to 7500. And the dyno numbers show 614hp with the pro max 215 project x heads with the old victor jr intake. So far this is the strongest combination. Later episodes show the larger 235 heads making more.

Because I wanted to make more power not less and they offered these up.

I don’t agree entirely.

@@WeingartnerRacing I know you don't that's why I posted ... I have done videos on my KZfaq channel explaining it better.... Interesting thing is that it's all in your super flow flow bench manual it's just almost everyone did not understand it .... Took me years to finely understand

I respectfully disagree. Sorry to say, that's just not how it works.

@@jrdmotorsports9718 it is how it works as it predicts how the engine will behave .. this is not a new way I have been using it for 20 years and it backed up with math not guesswork... I did a video on this engine and why it made what it did and it is now backed up with the head swap ...

@@scotthatch4548 Don't care what math your using or how many videos you make, doesn't make it correct. 1. There is NO way you can say that .26 "cfm" makes "x" amount of power. Hence why cfm numbers are for entertainment purposes only. Only used to fill in a blank in a mathematical formula in an attempt to prove a point. 2. The air speed is NOT automatically higher in the head, especially if the area in the port is larger than the the area in the manifold. Running a smaller manifold with much less area may speed the air up, until it enters the cylinder head with larger area, it does the opposite. Since the air speed changes over time, or length of the ENTIRE runner, or intake tract, there 8s no way a properly design intake runner will speed up air going from small to big. Period. 3. Increases in valve sizes alone will NOT raise rpm alone. Larger area in the port, combined with a throat that is sized CORRECTLY for the larger valve WILL raise rpm. The only way an intake with less area will create higher airspeed is IF the port is too small to begin with, and didn't need the larger area a bigger intake offers. I am basing my comments off what is written, not what people meant to write so do not take this as disrespectful. I try to be as specific as I can as to not be taken wrong. Yes, math is involved with everything when it comes to building engine, but that last thing ANYONE should be doing is trying to factor in cfm numbers into a power prediction formula. It doesn't work. It's theory math AFTER power is made to add in to a formula but cannot be used to be predicted. However, 35 years building race engines, I will say, experience never lies. If you know HOW things actually work, you can better understand how things WILL work, and how they can be manipulated to work better. So again I will disagree respectfully on everything you said based on my experience and what I have seen, worked with, tested, etc... Certainly not telling you what to do or convince you otherwise. You do you.

I doubt it because I have flowed many other identical sets and they flow about the same.

@WeingartnerRacing I was kidding. Serious though. It's nice to see ProMax making some heads that actually compete with the big dogs. For a long time you knew you were saving money when buying ProMax but you always had a question of what you were leaving on the table. I appreciate your work👍👍and love the videos.

More importantly, THROAT cross sectional area. Bigger valve isn't always the answer, since it is bore limited, but if that throat for the bigger valve is the same as the smaller valve, the bigger valve will do nothing.

@@jrdmotorsports9718 Those CSA # are ...91% Throat CSA...

@@jrdmotorsports9718 2.08" valve is on a 4.150" Bore, ...+.125 ... from Wall, and Valve @ 23* Angle moving Away from Wall ? Valve shrouding should not be problem ????

@@MrKawa74 That's fine, but that wasn't in the original comment, hence why I commented. Additionally, those CSA's do not include valve stem area. Removing the area of an 11/32" stem would make a 2.080" valve with a 91% throat a 2.718" cross sectional area. These numbers are pointless unless people actually know what they mean and what they do. Throwing general dimensions out there doesn't even begin to tell the story. Just sayin'.

@@MrKawa74 .125" off the bore wall but how how far from the chamber wall through the lift range from off the seat? That is where most shrouding occurs. And to me, .125" is tight even off the bore. Not a whole lot you can do in a non-canted wedge design, but I have found the more room you give it, the more power it makes. Bore limits the valve, valve limits the throat, throat limits everything above it...

They are a good head.

The head cost difference between the two was $100. I don’t know where you got three times from.

@@WeingartnerRacing It looked to me, on their site, the price was $1500 ea., as it shows "1x Project X SBC 215 - $1429" + TTL, and I bought a pair of AFRs at just over $500 ea. Btw, thanks for the reply.

⁠@@scottc74the $1429 was for a pair not a single.

Or save some money and buy the Promax head's! We just seen they're capable of over 600hp n/a on a small block!

@@lollipop84858 My point is real AFR 195 Eliminator head would’ve far out performed the enforcers…

I have the 195 Eliminator’s and the numbers are less.His videos of Eliminators maxed out at 270 and pulled less even at 5000rpms….?.why is that?

@@lollipop84858 Absolutely buy what you can afford and have fun, but the point of this video is a head to head comparison between two different heads just to show what they’re capable of, not hey if you’re poor buy this head. 😄

@@joshuagarvey9362 I don’t know anything about your combination so I don’t know why it’s down on power, but I’ve seen the 195 Eliminator on a wide variety of engines that all ran very well, even a pump gas 421, in a full interior all steel 69 Chevelle, that thing pulls like a freight train.

I made a pull down at 2800rpm. I just didn’t show it in this video. Besides I have said before unless you are a boat you are not full load at low rpm. Making low rpm dyno tests pointless.

Yes the 750 would gain a bit at wot but at a loss of throttle response below that.