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Message: [QUOTE="cbf9703, post: 1401877, member: 14560"] Just my .02, but when it comes to porting, machine work and some of those things... I'll spend the money on shipping to go with someone I can trust. There are too many horror stories with local machine shops. Before Swamps got their 5-axis, they used a couple different machine shops for some of their local work and would still have trouble and have to send things back. I like knowing that a company with that kind of reputation is going to stand behind their product and not just leave me hanging. Those machine shops aren't always willing to work as well with someone if things don't come out perfect when they know you aren't going to be a repeat customer. Swamps worked with Mondello racing for their head porting, although some of that is probably because they were local and spending a week with them was easy. We all know guys in the business don't necessarily like to share what works for them if it's for the same platform and you're going to be competition. I've seen the numbers from their flow and dyno testing. I always liked the fact they actually did the research and compared setups with different fuel and air combos to see if it really made a difference across the board. We've all seen those magical trucks that worked perfectly for that exact setup, but if you don't replicate everything ( and sometimes even then) you never get where they are. That's probably true. Swamps ported all the way through to passages and then backed off from there. Johnny did all of the original porting by hand for the testing, so his style was probably different than someone else. AFAIK with their testing more porting (beyond what they market for customers as a safe level, even with bigger valves) did not necessarily make more power (or a significant enough difference to justify the work and cost) on the top end when they tested on the engine dyno, just increased power and pressure where we really don't need it. CFM was important, but so was swirl. It happens. Been there, done that. LOL Not to say anything about any specific person's truck, I've just gotten to the point where I want to see a setup proven over a period of time before I'll agree that it really works. Making power is not necessarily the problem, it's keeping the truck together at that power level. What's impressive to me is when you've got something where you can do both reasonably well. I've seen a low 12/high 11s truck make over 300 documented passes on a stock bottom end and without a freshening up. I guess I'm getting old, but in a lot of ways that impresses me more than somebody who runs mid-to-low 11s and can't keep it together for one season, but they've got a great new setup that no one else has thought of. I'm all about going fast. I love to see the way guys are pushing it these days, both on full trim trucks and gutted dedicated racers. I remember how excited I was to see Scheid's rail do sub 7 Seconds the first time that happened. I want to see the sport progressing and look at where we are now a few years later, but I think we need to look at longevity of setups as well. Who wants to go NHRA style of rebuilding the motor after every pass? I'm not that dedicated. Sent from my XT1254 using Tapatalk [/QUOTE]