First the issues
Hightop covered them well. Guides and seals. Not one or the other both.
I don't have any idea what they are worth, check ebay including history for that.
There are several reasons why I would not use them on a 95" motor. Putting all the technical and fit aspects aside lets just talk economy, return on investment.
If you can take a head you already own (standard OEM 88 / 96") head and do ~400 dollars worth of work to those and end up with a long lasting high torque combination why bother with those other heads. The SE CVO heads have BIG ports and it seems to be a SE trend these days. Yes they can have the chambers welded and all sorts of rework and how much does that cost, ~1000 bucks if it's a dollar and now you have reconfigured the SE head to what the 88 / 96" head started out as. I am a believer in matched combinations and giving the motor what it wants to get the job done. There aren't many that are chasing dyno numbers exclusively. For them the big airflow, big cams, big throttle bodies, and pipes is the cats meow. Problem is there are too many guys reading the internet looking for a fatter torque curve that get swooned into believing that items such as these heads and other high rpm move the torque curve right products are the ticket to get that roll-on / pass a truck use 6th gear effectively result.
If you take the flow chart of these heads when I am done with them and overlay it with a set of mildly reworked S&S 124" heads there is a close resemblance. The S&S heads will and did support 149/149 hp/tq on fuzzynuts EVO motor.
My point is these heads have their place, cost more than ~400 to rework properly, and will support much bigger than a 110" motor. As the bore grows the quench mentioned comes right into line, also improves dramatically with just a .030 cut on smaller motors.
I will end this with a quote from somebody I highly respect DOC, that is relevant and IMHO right on target.
"The relationship of a cam, intake, heads, and displacement to power band is simply where the power will start at, what rpm range will the power be at in other words. We aren't talking about how much power a build will have, we are talking about where the engine is going to be breathing the best. Cams dictate a power band because they allow the engine to breath better in a certain rpm zone, either a low end cam, mid range cam or a top end cam.
Displacement will always give yo more tq through the complete rpm range, like wise the heads with high velocity ports will be better for low to mid range than a set of heads with fist size ports.
The bottom line is you want to build a motor for tq in the rpm range you ride so selecting parts that all complement this rpm range is the key. You don't want to get a low end cam with fist size ports in the heads......knowing what works with what isn't something we can just teach you....you have to know how the engine works and how it breaths then you make years of mistakes until you fine the recipe that works. I don't know how else to put that any other way....it comes with experience and lots of research not to mention a lot of zeal to be the best at what you do. Once you find the package or packages you stick with them.