I have a set of 1967 915 heads on my 440 and I sought them out years ago for their closed chambers to increase the compression ratio. I would love to read what you have and why you chose them. Of course we would all love to have hemi's but who can afford them right? All responses appreciated!!
Big Block Mopar Head Preferences
- Thread starter ykf7b0
- Start date
What kind of budget do you have ??, that will be a very large factor... How much engine building experience do you have ??, do you want a bolt on, using std. style parts with stock style valve train components, out of the box type set-up ??, or do you want to piece meal a build ??, do you want a complete kit or piece it together yourself ??, Do you want Aluminum or Cast Iron ??, Do you want the most HP/TQ ??, or the best bang for the buck ??, what is the intended purpose/usage ??, do you want stock appearing or do you care ??, do you want angle plug heads or straight plug heads ??, is it just a street/strip car/build ??, or an all out race car or something in-between ??, what other improvements/modifications have been done to your 440 ??, what type of camshaft do you plan on running ??, do you want to reduce the overall weight ?? "to help with overall performance & handling", do you want better weight distribution ??, if you answer "yes" on the last couple of questions, you should go with alum. heads & build around them, match the HP/TQ needs compression style of pistons/compression, valve springs, retainers, locks, lash-caps, push-rods style/length, rockers styles ratios/shafts etc... There are many, many threads already on this subject, on here & other forums like www.MoparMuscleMagazine.com , www.DodgeCharger.com , the dreaded www.Moparts.com , Also there are many companies, making decent head products for BB/RB-Mopars now... Edelbrock has 3 diff. affordable alum. versions, Mopar Performance has many types/styles & materials in many price ranges, Stealth has 2 different alum. versions, Brodix has several diff. versions from mild to wild, Indy Cylinder Head Service has a handful of diff. versions in many diff. forms, even the old Bull Dog heads are out there still, if you look hard enough... There are many factors, compression, combustion chamber size, materials cast iron or aluminum, raised exhaust ports or std. ports, Max Wedge ports or std. intake ports, raised intake ports with long valves, special Hemi Conversion heads like www.StageV.com, some need pricey special rockers & valve train components, some use stock style valve train components, some have external oil systems, some have std. oil thru the rocker shafts oiling, some have oil thru the push-rod oiling, some require special pistons or minimum 13:1 compression for optimum performance, some can use stock type flat tops, some require a different quench area, some need to need specific style of domes for high compression & or valve reliefs, some require special Intakes &/or Exhaust Headers/manifolds, some will accept std. style intakes &/or exhaust manifolds, some are very pricey, some are very affordable... As you can see there is large a gamut of choices & decisions to make, it's hard to make a recommendation with out allot more information, good luck & do you research/due diligence, be honest & very specific on your wants/needs/budget, when talking to the experts like, a guy from here HeyOldGuy or IQ52 on some other forums also, LaRoy Engines in Challis Idaho ask for Jim LaRoy, he's a great professional MOPAR engine builder & great head porter, Ray Barton Racing Engines, Mancini Racing, Indy Cylinder Heads or Brodix, it will help to narrow down the choices very quickly... I can tell you I prefer Edelbrocks or Brodix, but if my combo is completely diff. than yours, that won't do you much good, they all have some redeeming qualities... The most affordable versions are good bang for the buck are Edelbrocks new E-Street alum. heads $780 pair, Edelbrock Performer RPM alum. heads $1580 pair, Edelbrock Victor either in Max Wedge or std. port configuration all 100% American Made, Stealths std. port or Super Stealths starting at $790 {both foreign made/castings}, Indy EZ or SR kits $2000+ also American Made, they are far more money than the Edelbrocks or Stealths but some think they are better even after porting... Once you port any of the many makes/brands of heads mentioned here, it completely changes the flow capabilities, they need to be matched to your specific combination & needs, with what ever modifications you need to make them work...
Sorry for the previous long post, but it is very important to choose the proper head for your build, I have used most all the ones mentioned in my post, at one time or another, all on very different type builds, some work better than others on bigger engines, some work great for street/strip build... Currently I have a set of ported Alum. Edelbrock RPM's on my 68 RR street car, I have had several sets in various configurations & port volumes on 383ci-479ci with great success, I would recommend ported Edelbrock Victors , INDY H1 or ICH's in many different port sizes or CNC ported , BRODIX B1-BS or B1-MO large valve/larger port volume, if you plan on building a large displacement stroker engine, if your sticking with the 440, on a small/tight budget the E-Street or RPM's are a decent choice, good bang for the buck, you can build on them, in the future if need be, they use stock style valve train components & thru the shaft oiling, if that's what you need to have... I have also use & like many of the Mopar Performance Heads mostly in Max Wedge Large Port & mostly on Blown Alky Combos, when no-one else made anything for Mopars other than the old Brodix B1's on N/A N20 engines 513ci & less...
65 Plymouth Satellite 426
Well-Known Member
Ditto The 915 Heads...Unless I Would Go To The 440Source Stealth Alums Which Work Quite Well!
moparpoor
Well-Known Member
I have run 915 fully ported.Moved up to edelbrock rpms bowl port and gasket matched.Nocked off .3et over the 915.Spent $1600 twelve years ago.
Now I run indy ez heads.Really happy with them,they can produce more horsepower than a stock block can really handle.They can also be built for everything between.You can get smaller chambers to up the compression if needed.
My latest build is a 440,11.2 cr,maxwedge port ez head,640 roller,lightened stock bottom end with a girdle.64 dodge#3700 10.77@123.8
I will be using a set of victor maxwedge for the 512 I am building.We will see how well they stack up.
Now I run indy ez heads.Really happy with them,they can produce more horsepower than a stock block can really handle.They can also be built for everything between.You can get smaller chambers to up the compression if needed.
My latest build is a 440,11.2 cr,maxwedge port ez head,640 roller,lightened stock bottom end with a girdle.64 dodge#3700 10.77@123.8
I will be using a set of victor maxwedge for the 512 I am building.We will see how well they stack up.
I basically chose the 915's not only for their closed chambers, but for their affordabilty as well during the time I started my low budget street / strip build-up back in 1997. As I said earlier, if money was not an obstacle for me I would have a hemi. I have been thinking about the Edelbrock RPM's for quite a while mainly for the weight savings off the front end. I will be losing some compression so I'm not sure I would be gaining any performance.
moparpoor
Well-Known Member
If you actually measure your chambers,they are not as small as they claim.They usually average around 80cc + or -.
As for the switch to the rpms.I lost a little throttle responce.Picked up alot in the mid rpm range 4000 to 6000.Above that I could not measure any difference.
As for the switch to the rpms.I lost a little throttle responce.Picked up alot in the mid rpm range 4000 to 6000.Above that I could not measure any difference.
The short version of Budnicks post.
It would be difficult to give an appropriate answer without knowing the reason for the question. So, why are you asking?
Maybe try the NEW 75cc versions of the #5090 Edelbrock E-Street aluminum head, they are still back ordered though, "I think", havent tried them yet {nobody has}, but you can get them thru Simmit Racing for $779 a pair, 2.14int/1.81ext, 278/206cfm @ 0.500", 291/217cfm @ 0.600", 292/223cfm @ 0.700" lift, with the same port volume/cfm flow as the RPM's in a less expensive package....
No question was asked other than why you chose the heads you did. I just wanted to read what you fellow's were using. Thanks!
robinsonwr
Well-Known Member
Ok, I purchased Stealth heads for my build. The reasoning was simple for me as I had two sets of cast iron and the cost was comparable for the rebuild or just purchase new. The Stealth heads are advertised to flow better than most cast iron heads even with a little port work. The stock appearance at a glance is definately a positive point not to mention being able turn run about a point more compression. I sought out a Weiand Action Plus for an RB because it was suppose to be a service replacement for original cast iron intakes. I am going for the stock appearance. Current build 512/440, CNC Stealth heads, Weiand 8009 intake, 11:1 compression, ported HP manifolds, and Comp Cam hydraulic roller (@ .050 231/236, advertised 280/286, 622/625 lift with 1.6 rockers). I think my 1966 Satellite will be a great cruising car with power to turn heads.
Oh, actually trying to complete a deal on 1966 426 hemi right now.
Oops
Sorry, I misinterpreted "All Responses Appreciated" or what you were actually looking for, I thought you wanted recommendations or why to use a certain head... It's all relevant still, good luck, have fun, happy Moparing...
Sorry, I misinterpreted "All Responses Appreciated" or what you were actually looking for, I thought you wanted recommendations or why to use a certain head... It's all relevant still, good luck, have fun, happy Moparing...
If your dead set on factory iron heads then nothing wrong with a good set of 915's. But you need to make sure they are in good shape and to most people it will cost a good bit of money to have a machine shop go over the 915's for you. I am lucky as I can do my own iron heads but I went with the Indy EZ heads on my latest eng for my 63 as there is no way the 915's can flow near as good as the EZ's. And many will tell you that the Stealth heads are not much more if any more then having 915's worked over and ported. Ron
67 B-body
Well-Known Member
Ya,,, I was under the impression that they were basically an aluminum version of the same head...
I think they keep the (D) style combustion chamber, and the runners are the same design as stock too....
I like the Heart shaped chambers, and relocated valves with un-restricted runners! It's that pinch point of the stock designed runners that kill ya!
Breath Baby, Breath!
robinsonwr
Well-Known Member
I just did a cost comparison of rebuilding a set of factory heads or buying a new set of heads. The cost was pretty close after installing harden seats, valve train components, valves, and machine work. When you factor in porting and other work the comparison quickly becomes jaded. The 915's are an excellent head but much like most have stated finding a good unmolested set to start with seems to be a clincher for me. I understand the Stealth heads are not the best head on the market but for the money they flow descent for a street/strip application for my taste. I can pump safely about 10.5-11.1 compression on pump gas depending on the camshaft selection. If I were going for an all out race engine I definately would have sported for some Indy's. This build is centered around looking stock inside and out while conservatively making 550-600 hp. I do not want to set the world on fire but do want to raise a few eye braws. For the purist the restoration will be correct until I raise the hood and they see the 440/512 RB where the 361 B use to be. All painted turquoise including the weiand 8009 intake and topped with either a dual snorkel or unsilenced air cleaner. The 66 Satellite will even sport her 14" wheels and hubcaps. Gosh it gets me wound up for the first cruise but still probably two years away, damn.
Have you EVER had the 915 and the Stealth side-by-side and COMPARED them?
robinsonwr
Well-Known Member
IQ52,
I have not compared them in that fashion. I probably could since I now own a set of 915's too, recent acquisition. I thought the Stealth heads shared the intake runner design of the 906 but I could be wrong. Have you done the comparison?
I have not compared them in that fashion. I probably could since I now own a set of 915's too, recent acquisition. I thought the Stealth heads shared the intake runner design of the 906 but I could be wrong. Have you done the comparison?
Absolutely. I have compared, ported and flow tested 516, 915, 906, 452, Mopar Performance Stage IV, V, & VI, Stealth, RPM, Victor and Indy EZ heads. I also have 250 and 346 heads on the shelf to compare with the others. None of the runners on ANY of the factory iron heads look anything like the Stealth heads. The Stealth is a far superior design.
Additionally, as erroneously reported by another respondent, the pinch point of the head has about 5% effect on the flow of the factory iron head, and the throat, bowl, short turn radius, guide boss and port height have the other 95% (I am excluding the combustion chamber from consideration).
Additionally, as erroneously reported by another respondent, the pinch point of the head has about 5% effect on the flow of the factory iron head, and the throat, bowl, short turn radius, guide boss and port height have the other 95% (I am excluding the combustion chamber from consideration).
robinsonwr
Well-Known Member
IQ52,
I appreciate the information it helps support the decision I have already made about going with the Stealth head. Sounds like they will support my 440/512 just fine for street duty.
I appreciate the information it helps support the decision I have already made about going with the Stealth head. Sounds like they will support my 440/512 just fine for street duty.
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