On a supercharged combo the port size is more of a restriction that an aid to ram tunning, the intake charge inertia, like on an N/A engine combo.
Cam timing will be specific to the combo to maximize the power potential and that generally means a wider LCA, lower overlap and on superchargers a longer exhaust durration, turbos require a cam designed for turbo use.
Look at it this way, on a N/A ingine the ports must develope significant port flow velocities to get the cylinders to fill efficiently, but on a supercharged combo they get force fed pressurised air/fuel mix.
I generally use the 215-230cc heads on boosted SBC combos and 325-360cc head ports on BBC combos for that reason!
BTW youll also find that the comon 1 5/8" headers are a restriction, on sbc and ID suggest no less than 2, 1/4" on BBC combos in most cases.
Keep in mind that pressurised air tends too slow or even restrict the intake closing at close to valve float rpms so its normal to require stiffer spring pressures on the intake valves.
btw DART makes the new PLATINUM HEADS
http://users.erols.com/srweiss/tablehdc.htm#Chevy
http://www.jegs.com/cgi-bin/ncommerce3/ProductDisplay?prrfnbr=306102&prmenbr=361
looks like the 230cc platinum heads would work reasonably well on the next 406 -427 sbc or supercharged combo I build :grin: KEEP IN MIND CAM TIMING HAS MORE TO DO WITH PORT FLOW LAG (SLUGGISHNESS) THAN THE PORT SIZE
you want turbo info? this will get you started
http://www.turbofast.com.au/javacalc.html
http://www.racetep.com/size.html
http://www.airflowresearch.com/
(articles)-(1000 HP 383 ci AFR 210 cc )
http://www.turbomustangs.com/turbotech/main.htm
http://www.montygwilliams.com/
http://www.rbracing-rsr.com/compression.htm
http://www.turbofast.com.au/TFcompB.html
http://www.grapeaperacing.com/GrapeApeRacing/tech/turbochargers.pdf
http://www.turbocharged.com/main.htm
Cam timing will be specific to the combo to maximize the power potential and that generally means a wider LCA, lower overlap and on superchargers a longer exhaust durration, turbos require a cam designed for turbo use.
Look at it this way, on a N/A ingine the ports must develope significant port flow velocities to get the cylinders to fill efficiently, but on a supercharged combo they get force fed pressurised air/fuel mix.
I generally use the 215-230cc heads on boosted SBC combos and 325-360cc head ports on BBC combos for that reason!
BTW youll also find that the comon 1 5/8" headers are a restriction, on sbc and ID suggest no less than 2, 1/4" on BBC combos in most cases.
Keep in mind that pressurised air tends too slow or even restrict the intake closing at close to valve float rpms so its normal to require stiffer spring pressures on the intake valves.
btw DART makes the new PLATINUM HEADS
http://users.erols.com/srweiss/tablehdc.htm#Chevy
http://www.jegs.com/cgi-bin/ncommerce3/ProductDisplay?prrfnbr=306102&prmenbr=361
looks like the 230cc platinum heads would work reasonably well on the next 406 -427 sbc or supercharged combo I build :grin: KEEP IN MIND CAM TIMING HAS MORE TO DO WITH PORT FLOW LAG (SLUGGISHNESS) THAN THE PORT SIZE
you want turbo info? this will get you started
http://www.turbofast.com.au/javacalc.html
http://www.racetep.com/size.html
http://www.airflowresearch.com/
(articles)-(1000 HP 383 ci AFR 210 cc )
http://www.turbomustangs.com/turbotech/main.htm
http://www.montygwilliams.com/
http://www.rbracing-rsr.com/compression.htm
http://www.turbofast.com.au/TFcompB.html
http://www.grapeaperacing.com/GrapeApeRacing/tech/turbochargers.pdf
http://www.turbocharged.com/main.htm