The numbers are in:
125 HP with a decent idle, good throttle response, a nice flat torque curve, etc. The last
(and final!) tweak was adjustable timing gears from Jason Miller. Turns out I was only 1-2° out on one side, but 8-9° on the other. This was enough to wreck the low end and cost power 10% across the board. I guess my advice here is to plan on incorporating the time and expense of "dialing in" the cams when doing a performance rebuild.
Specs:
1792cc
10:1 Persan pistons from Vick, assembly balanced to 2g.
1800 head, stock valves, de-shrouding and smoothing per GC video
single-plane 1800 intake, port matched
one 38DGS, 65 idles, 150 mains, 200 airs, stock air cleaner, K&N element
IAP p/n 92400 cams, 40/80 - 80/40, 0.016", cams set to IAP specs using Millers Mule adjustable gears
single-point distributor, Pertronix module, centrifugal advance, recurved by Advanced Distributors, Bosch blue coil, Champion N6Y @ 0.024"
Ceramic-coated exhaust manifold 4-2 cast iron into 2-1 secondary pipes - (standard 1800) - custom 1.75" pipe back to rear-mount Flowmaster p/n 952060
ignition timing optimized on dyno; I don't have a front cover, but it looks like approximately 10° BTDC. I can put on a cover and use a dial-back light if anyone's interested
102 RWHP @ 5600 RPM, 104 FtLbs @ 4200 RPM
With more carburetor and exhaust, it is conceivable that this curve would keep climbing from 5200, resulting in approximately 110 RWHP (140 SAE net). Power beyond that would probably take a bigger cam and make for a more challenging daily drive.
Running easy over 7000 rpm, ( then I become a chicken) lolol. I am running on 135 mains and 175 air. with Strada 130TC abarth emulsion tubes. My friend that made this head, has also offered me a complete 2 l block with high commpression pistons, light Abarth flywheel, new Techniclutch, oil-cooler ++ everything bluprinted. approx 170-180 ps 
But it cost some money 
Time will show. Maybe next autumm 
