Yeah Blown, here ya go....
Polished combustion chambers and valve pocket work. Note unshrouding of oversize intake:
http://www.***boat.com/image_center/...hamber-med.jpg
SCJ intake port match (for my Offy SCJ T/R):
http://www.***boat.com/image_center/...flange-med.jpg
Exhaust port shaping. Note that the thermactor boss was not eliminated but rather reshaped into a vane so as to direct exhaust flow:
http://www.***boat.com/image_center/...xhport-med.jpg
Final assembly:
http://www.***boat.com/image_center/...nstall-med.jpg
Before this rework, my engine had about 420HP; after the new top end, tunnel ram and headers, output jumped to 580HP. Same cam and shortblock.
Cylinder head modifications performed by Scott Johnston at:
http://www.reincarnation-automotive.com/
Scott is one of the pioneers who spent a lot of time cutting apart D3VE cylinder heads and also porting (researching) these castings over and over on his flow bench so as to unlock their unrecognized potential. Intake flow now rivals that of the early (C8, C9 and D0VE) castings and exhaust flow comes pretty damn close. I believe he spends additional time on the D3 exhaust so as to minimize turbulence, which in turn helps make up for the D3's slightly lower exhaust CFM rating (vs. C8, C9, D0's) on his bench.
D3's are actually about 97cc and with a stroker producing power to 6500 rpm max they can offer sufficient flow and just the right compression ratio.
They can also be shaved safely to as little as 88cc's and this offers up a c/r of 11:1 with flat-tops in a 466.
Scott is currently on porting hiatus until early next year.
LO