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Message: <blockquote data-quote="Chris Stephens" data-source="post: 1483572" data-attributes="member: 24095">As is fairly normal for anything I do to this car, the plan is changing a little bit. The engine builder called last week to tell me he was having trouble getting a set of AFR 205s. His offer instead was for a set of cheaper castings, but that he would do the CNC porting and flow bench work in-house and match them to my intake and exhaust. He thinks he can make a little more power with a larger cross section/more intake port volume without compromising the lower end power I'm after anyway, something he had mentioned to me before, and I turned down because I didn't want to pay for more port work and flow bench time on a new set of AFR CNC heads. But with my timeline of having the car done by early June, I honestly thought it'd be cheaper and easier to get a set of CNC port AFR 205s than it would be to go the more custom route. But, I guess I'm going his preferred route now. It will be kind of nice to see the flow numbers on the exact heads going on the engine. -Dart SHP block, 4.125” bore, 9.5” deck height-Scat Forged Crank, 4.00" Stroke 2.75" Main, internally balanced-Scat 6.250 H-Beam Rods-Diamond Forged 2618 Pistons-Kuntz CNC Ported/Matched Heads, 220cc intake ports, 2.08/1.60 SS valves-Titanium Retainers-Kuntz spec'd springs-Johnson Short Travel Hydro Roller Lifters-MLS Head Gaskets-Double Roller Timing Set-FRPP Road Race Oil Pan (has windage tray, baffling, and crank scraper), pickup, gasket-Melling Pump/ARP Driveshaft-.120" Wall Pushrods-ARP Head Studs-Aluminum flywheel and Ram Clutch, FRPP pilot bearing-Victor Jr Intake-Holley Sniper 800cfm EFI-Kuntz Custom Cam-Innovator West 205 Balancer-BBK 1-¾” LT Headers, will be 3” pipe back to the rear end, then turned down</blockquote>