Mark, I read this carefully before I sent the head away. The head was ported when I used standard size inlet valves. Two millimeter bigger inlet valves and seats were installed. The ports were not matched well to the bigger seats. I did a tuft test and flow was very biased to the long side. My worry was the velocities were getting too close to sonic in that area of concentrated flow at peak horsepower rpm.
"Get some better flow if you can, and pay attention to improving the velocity distribution around the margin. Improving that will be a big help." This is what I asked him to do. He uses a flow bench when he does the work so I figure it will be better than when I do it using my imagination and no bench.
Bo,
Using a flow bench in conjunction with tufts, "flow balls" and pitot tubes is definitely the way to go. I can't tell you how many times I have flow tested a head "ported" by some "seat of the pants" flow genius, only to find the measured cylinder head flow is below the "average" for that type of casting. Your guy is a pro, I'm sure it will turn out well.
Having said all that, the engines themselves, DO NOT care about the numbers. Be sure to read that twice to get my meaning.
What IS important, is to know some hard data regarding these "relationships". Having that information gives me some "direction", if required, when performing the final dyno tune. That information also helps to define the selection of "other important parts" in the engine's "Comprehensive Build Specification" © And when your "Build Spec" might be compromised by some factor, say small cam grind selection, sometimes you can "band aid" it somewhere else.
The end focus is to produce horsepower, as opposed to information. But the information based approach works better. Ask guys like Mike LeFevers, Ken Duttweiler or Jon Kaase.
Fordboy