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- The 2V is a whole different cylinder head, not just a 4V with smaller
ports. The oval ports are smaller, though still decently sized. The
intake ports are biased to the side to get a straighter shot at the valve.
The exhaust port is raised (relative to a 4V), has a moderate area change,
and a nice shortside radius. Though much smaller in cross-sectional exit
area (though not necessarily a smaller minimum area), the 2V exhaust port
flows as much as a 4V, with substantially higher velocities. The 2V exhaust
port is sized for a 1 3/4" primary diameter header which is more than
adequate for 400+ hp. You can use 1 7/8" diameter 4V headers on a 2V port
but you'll loose some of the scavenging effectiveness. Since the heads have
a good intake to exhaust flow ratio, they don't require an exaggerated dual
pattern cam like the 4V and work well with a single (or slightly dual)
pattern cam. Unported 2V heads tend to build flow early (have good low
lift flow) but level off after 0.530" lift or so.
- No high rise dual plane intakes exist for the 2V heads. However, the single
plane Weiand Xcelerator 2V (p/n 7516) is a good high performance intake that
works smoothly at low rpm. The Weiand's intake has ports that are larger
than those of the head. It's essentially pre-ported and requires the heads
be match ported to the intake. For a heavier vehicle, you might want to
try the Edelbrock Performer 2V (a.k.a F-351 2V). It's a low rise dual
plane with that ports match the size of the head ports. Holley made a
Street Dominator (p/n 300-12) open plenum single plane intake for the 2V
heads but it was an economy type manifold it ports smaller than the 2V head
and a small plenum. An Offenhauser Dual Port would probably be better for
fuel economy and low end. TFC, Active, and PArker (FunnelWeb) make tall
race-type single plane intakes for 2V heads.
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