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915 heads

Jbelvedere

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I think most guys know what these are. They are to my knowledge the only factory big block heads that came with a closed chamber design. only available in the 1967 model year.

If that info is wrong feel free to correct me.

Anyway, I've ended up with a nice set that has had some decent port work done to them, and has 2.14/1.81 valves in them.

I've never run a set of these on anything. I was wondering what experience some of you guys may have had with them in a performance application? I would suppose one benefit of using them would be higher compression due to the closed chamber, but other than that don't know a lot about them.

What would be some of the pros and cons to using these vs say a set of the "906" heads?


I will be using them on my 67 Belvedere in a street/strip application. would love to have something that would cruise around town and still run 7.20's to 7.50's at the track.

engine combo is a .60 over 440 with factory forged crank and rods. most likely a solid flat tappet cam, but may go with a solid roller. have a port matched RPM Performer intake that I will be using as well.

Thanks for any input.
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friends.65 satellite 440 only 30 over with mild cam and 915 heads ran 11.66 in qtr
 
I ran them back in 2001 in my 63 Plymouth. Went 11.74 with a Edelbrock STR14 crossram intake and 2 carter 750 carbs in a 3650 lb car. Ran pretty darn good for what they are, Much better than a 906 head IMO
 
Make sure to check valve clearance and do not extend pistons past deck height. Not as street freindly as 906 due to present fuel availability.
 
Make sure to check valve clearance and do not extend pistons past deck height. Not as street freindly as 906 due to present fuel availability.

Yes sir, I've given some thought to fuel/compression issue. I have thought about running e85 in it when it's completed. I've ran e85 in my Dart drag car for quite some time, and even have a spare e85 carb that I could use.

Here is the car back in 2011:IMG_4275.jpgIMG_4276.jpg
 
The 915 is a fine street/strip head but they're just a cylinder head. It depends completely how you set your engine up. The 906 has greater flow potential when fully ported vs the 915.
 
To answer the 915 closed chamber heads being only available 67 model year is not correct. I dont know without a little research how many years but I do know for a fact 915 closed chamber heads were on a 383 CID engine, 63 Dodge 440 that my dad bought new at Lithia motors in Ashland OR in 63. I took the heads off in 81 to lap the valves and put in a new timing chain. That engine had over 200,000 miles and still looked new inside. (Chain was a little loose). Any way long story short, it had closed chamber heads on that 383.
 
Nothing wrong with running 915 heads on a street motor if they are done right. We have 516's on my old brother-in-laws 383 in his 67 Sattelite. I opened up his 516's and installed larger 1.74 exh valves in them.
Here is my old 440 that I drove on the street for years with 906 heads I ported some but I would have much rather built it with 915 closed chamber heads instead of these open chamber 906's. My old 440 you see here was a stock bottom end but I used KB quench pad pistons and built quench in the eng. It was a pain in the butt working and checking each head and all the piston heights to try and get .045 quench or as close as I could in each cyl. It came out at 10.0 comp and ran fine on 92 pump with quench using the MP .557 cam. I used the Holley Street Dominator intake with an 850 DP. It ran a best of 11.49 @ 116 in my 3700 lb 63.But I would have much rather used zero deck flattop pistons and then use the .039 head gasket with closed chamber 915's that I would have worked myself. It would have been much easier to build a nice quench street eng with the 915's over the 906's and you can get 915's to flow about the same as 906's with work. Ron

220000192.jpg
 
Big Block Cylinder Head Part #'s



Casting#

Part#
Engine Chamber In Ex

1737637
1944705

2128533
58-59 361 Closed 1.94
1.60

1737637 2448752 60 361/383 Closed 1.94 1.60
2206324
2206924 2128589 61-62 361/383/413 Closed 2.08 1.60
2402286 2402358 62 413 Max Wedge Closed 2.08 1.88
2463209 2406754 63 426 Max Wedge Closed 2.08 1.88
2463200 2448752 63 361/383/413 Closed 2.08 1.60
2406518 2406736 64 426 Max Wedge Closed 2.08 1.88
2406516 2406732 64-67 361/383 Closed 2.08 1.60
2406158 2806019 67 440 Closed 2.08 1.60
2780915 2800762 67 440 HP Closed 2.08 1.74
2843906 2843904 68-70 383/440 Open 2.08 1.74
2951250 2843904 68 440 Open 2.08 1.74
3462346 3462344 71-72 383/400/440 Open 2.08 1.74
3462346 3671640 73 400/440 Open 2.08 1.74

3751213
3751218 73 400/440
Motor Home Open 2.08 1.74

3769902

3769910
74 400/440 Open 2.08 1.74

3769975

3769954
75 400/440 Open 2.08 1.74

4006452

3769954
76-78 400/440 Open 2.08 1.74



Pre '64 heads are easily identify because they use only 4 valvecover bolts.







Big Block Mopar Crankshafts
 
In 1963 the closed chamer heads for a 383 were 752. Thank you very much never to old to learn something.
 
Here's my 2-cents:
- The only important difference between 915's and 906's is the combustion chamber size (ports identical or extremely close)
- Closed chamber heads are pretty common & the "non-915's" can be turned into "915's" by using the larger exhaust valve (I've done this)
- Quench is better with 915's
- DEFINITELY no pistons sticking above the block or they'll hit the heads (I think the '68-'69 ???? 383's or something like that are like this with stock pistons)
- 915's are a great/cheap way to make a stock piston '72+ motor have decent compression ratio
 
As others said 915's & 906's are the same except the chamber size which changes compression ratio. I recommend taking the measurements on actual chamber volume, piston to deck (how far down the hole) gasket thickness, valve notches & dome, if you have them. Then do the math & figure your real compression ratio. The 2.14/1.81 combo is good. Lots of power in proper porting on 906's or 915's. I ran both with same results, just accounted for compression difference. The key is always in the combination of parts for the application. Make sure to check piston to valve clearance with the new cam.
 
My car right now has a set of fairly "rare" 3751213 400/440 Motorhome Heads. They have had the 2.19 and 1.88 valves installed and have been ported and low pretty well at 267CFM at .600 lift on the intakes and 216CFM at .600 lift on the exhaust.
But....I have sitting on my bench right now (to be installed on Feb. 11) a Brand new set of INDY SEZ heads. Can't wait. I am going to be selling these Iron heads if anyone interested. They have Crane Valve Springs, Retainers, etc and good for up to .600 lift.
 
I think most guys know what these are. They are to my knowledge the only factory big block heads that came with a closed chamber design. only available in the 1967 model year.

If that info is wrong feel free to correct me.

Anyway, I've ended up with a nice set that has had some decent port work done to them, and has 2.14/1.81 valves in them.

I've never run a set of these on anything. I was wondering what experience some of you guys may have had with them in a performance application? I would suppose one benefit of using them would be higher compression due to the closed chamber, but other than that don't know a lot about them.

What would be some of the pros and cons to using these vs say a set of the "906" heads?


I will be using them on my 67 Belvedere in a street/strip application. would love to have something that would cruise around town and still run 7.20's to 7.50's at the track.

engine combo is a .60 over 440 with factory forged crank and rods. most likely a solid flat tappet cam, but may go with a solid roller. have a port matched RPM Performer intake that I will be using as well.

Thanks for any input.

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I think you will be happy with those heads. I have a set of the same heads done up the same way on my 67 coronet 500. They make great power with the right cam. My engine is a 030 440 with a hydraulic roller the same heads as you a M-1 intake,3500 converter, and a 4.10 Dana. The best at for my car was 11.60 in a 1/4, not bad for a 3800 lb. car.

So with the parts you want to go with it should be a good combo for your car.

I have heard that they flow a little better than a 906. You will get more compression out of it


If you need more info or questions, just send a line will be glad to help out.


[/QUOTE=]Coronet:910192851]
 
Here's my 2-cents:
- The only important difference between 915's and 906's is the combustion chamber size (ports identical or extremely close)
- Closed chamber heads are pretty common & the "non-915's" can be turned into "915's" by using the larger exhaust valve (I've done this)

Yes, Intake ports are Identical between 906 & 915 castings.

NO !
You can NOT make a "915" Head..... out of any of the other "Non 915" Closed Chamber Castings by simply adding bigger Valves.... because,
They are a completely different Intake Port internally from the other "closed" Chamber Castings.
 
915's are a great head, make sure you put some hardened seats in the exhaust. they get beat up pretty bad on todays pump gas. i see some weird posts in this forum, but as a few others have said, the 915 was on the 67 440's only. its a special head, and different from the 516.
 
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