Its nice to see a bbm head with a proper chamber that doesnt look like a bathtub or a water trough for cattle. Getting 340cfm through a 2.5csa is no joke.
We built a 400 based molar motor with the smaller trick flow top end with 11.5 to 1 compression that made 525 HP and 550 ft lbs of torque, not bad for a small motor, these would probably be on par with that, the 400 is nice because of the big bore short stroke, cheaper to build than a stroker
The Mopar world appreciates your help and appreciates that promax has stepped up to provide another option. Not a lot of options and great to see one more.
Very nice Eric. To bad they did not widen out the pinch. Run an offset rocker. Other than that, looks like a nice head. Chamber looks alot like a Trick Flow 240's or the 270's. Thanks for sharing.
I had a few mopar hot rods when i was a kid . 440, 426 marine wedge.. i finally decided to move on . I was told the block was a problem, not that my engine made that much hp . I assume that Dodge made the cylinder heads for low speed torque . The the hemi was there answer for hp . I like higher rpm hp .
I was watching the your turbo motor video and not sure if you mispoke or what, but the drop in compression is not to reduce cylinder pressure, you want to achieve the most cylinder pressure you can regardless of what compression/boost combination. You are correct about there being a limit to the fuel, but the idea of dropping compression is to achieve the maximum cylinder pressure with the coolest charge, as the cooler the charge, the more you move up the maximum cylinder pressure point with out detonating the charge without spark. How you do this is with intercooling, the intercooler is the real performance adder in a boosted application. Another youtube personality had a hard time with this, but boost in a turbo engine is compression you can cool, any compression you do in the cylinder produces heat that you can't get rid of before the spark arrives, compression done externally can be cooled, making the charge less volatile, and denser. Also less compression makes the engine effectively larger under boost with increase of the mass flow rate.. On a purpose built turbo motor, you essentially just want enough compression that the engine will still start, but we can push it up a little bit with modern engine management so that we can still have some thermal efficiency off boost in a cruise and idle condition.
Here in Australia the GM Holden is the cheaper engine when I built my 253 😂 but never to the extreme, 3/4 cam 2"/1/2 exhaust small 4 barrel, carb never tried 1/4 mile, thanks for sharing, all the best to you and your loved ones
Chapman racing engines ported a stock Stage 6 Mopar head that he had as cast Before they cut the valve spring pocket that left all that meat there so he can raise the roof, installed longer valves and they got 380 something CFM. This was their max wedge version with a 220 or 2:25. I believe in it. Unfortunately, Chapman is no longer in business. They sold The heads through Mopar from Chapman they were in working in conjunction. I don't know if they sell them anymore though. That would be great if you found a set of those flowed them maybe a customer's heads or something.
Thanks for reviewing at the Mopar stuff Eric! There are offset rockers available for some Max Wedge port heads, like some of the Indy and B1 options as well as the Edelbrock Victors. And there are also Max Wedge port heads that work with standard rockers, like the Trick Flow 270. I’d be curious what you think about the 3.63 sq in Max Wedge port window. Is ProMaxx going to do a Max Wedge version too, like the Trick Flow 270?
they need to redesign them, you really had your work cut out for you ! im surprised you were as successful as you were! we spend more cause what we end up with generally last a bit longer i built a 440 for an old friend with cast 906 heads i ported hard they flowed about 280 at 500 lift when i was done that was a street car went into the 6:20s in the 8th mile for 10 years in a 68 charger then we had our little white s10 i built a 406 for that went 6:80s and the motor was ready to retire in 2 years we raced the s10 and never went on the street it was a the charger was a car father bob we called him drove on the street and just uncapped then tossed slicks on to race weekends. i still like chevys but run mopar stuff too my family owns a mopar dealership and a chevy dealership so i run both. the cummins 12v is awesome im looking at possible head mods on now mopar wiring sucks chevy is simple and easy its what i change my mopars to cause mopar engineers are morons in the wiring dept !
Eric, have you ported a set of the TrickFlow 270s? I’ve heard that they can be made to flow close to 390 cfm, but there isn’t much info out there on porting them. I’m torn between them and a set of Indy -1s.
Have Promax raise the ports so that 400 blocks use 440 manifolds and 440's use spacer plates Promax needs to include the shaft relocation data in their rocker stands did you say tulip exhaust stock 440 is 4.320 400 is larger so build head for at least 4.340 bore looks good what size valve guides? I like the rocker stands
So do sbc heads with stock valve location and angles flow like that or I'd it just moved valve heads flowing like that? Stock big block Mopar valves are off the centerline and in a bad spot like stock small block Chevy head, they move closer to the bore instead of away from it.
I have a set of speed master , intake flows 320 at 600, 275 on exhaust,,unported out the box, 74cc, poor seat job tho, 244 intake 188 exhaust , raised farther back in ports, going on a 540, with a match ported super victor,
What about angle tricks on the valve for more flow since your stuck on that port size ? At the strip you here most 440s flattin out at the 1000 ft mark , like the rpm climb really slows.
For such bad heads for the size of engine they go on, those Mopars friggin scream. I've seen some damn quick 440s with junk open chamber heads that ran like a bat out of hell. Plus the short blocks are built like tractor motors. It doesn't take much to make a 383 or 440 scream. I think it's because of the torque they make.
big bore short stroke they have such low compression cause even the low deck 383 has a higher deck height than a 454 chevy . 454 is 9.80 a 383 is 9.90 and a 440 is 10.7250
@@stevenbean9706 ...actually the deck height spec for the low deck big block Mopars is 9.98"... not 9.90 ... the 383 BBM also have the same bore spec as the 454 Chevy (4. 250" bore spec)... kinda surprised u didn't mention that for those who may not already know that
Thinking these should shine on 400 B’s. Be nice if they left more meat at the pinch, to offset, as you said, but think it’d also allow more flexibility if they left the cast floor .125” higher. Thanks for sharing.
Eric, I have a question not really relating cylinder heads but it involves flow and pressure. In a remote mount turbo system. Where would a feller put the waste gate. As close to the turbo as possible or as close to the collector as possible. Ww2 bomb birds with a remote system had them off collector. Maybe you could explain what your thoughts of a difference there would be between the 2.
I’m no pro but I think the more important thing is having direct exhaust flow into the waste gate, for example, the outside of a turn where there is airflow, not the inside of a turn
I dont think it would reasonably make a difference. Imma guess you are gonna vent to atmosphere, having a dump at the collector will be more responsive. A wastegate at the turbine is probably easier plumbing. I think you would need to actually test both to see a difference. Some 350/370z guys use t4/t3 hybrids in place of the stock mufflers with internal gates. That solution keeps plumbing to a minimum.
I can't seem to find Project X heads for big block mopar. I can find cnc'd maxx heads, but I'm looking for this chamber instead of the typical 84cc wedge. Can anyone point me in the right direction?
I put a set on a 505 stroker b block and am having nothing but trouble with valve train geometry. Ate 3 harland sharp 1.5s, after closer inspection i foumd one head is a total ankor. The valve guides are not machined correctly and the rocker shaft pedestals are not in the same location in relation to the valve on only one head. One head is good the other is junk.
These style heads for BB MOPARs are really nothing more than factory replacement street pieces. Definitely not making any upper rpm power with 440+ cubes and especially not with a stroked combination. If you're looking for a low rpm, early/flat torque curve deal, these are fine for a car that's going to see a ton of street driving. I've seen iron W2 small block MOPAR heads move 335-340 on the intake side with a 2.08 valve when done by someone who knows how to port them correctly and they will rpm like crazy on 340 cubic inches, while a good W8 head, including a set I had on a 417 ci engine, will go over 400 cfm, with excellent characteristics throughout the flow curve and make peak power well past 8000 rpm even at that engine size.
with that mcsa 2.38*1.40 - 1/2 of radius corners = 3.14squi ......these head can make peak power to 6900 7100 on 480 - 500 ci BBD... no bad... cheers from venezueala.
Looks like Promaxx advertises their 240cc BBM heads with a 84cc chamber. I assume that's what you started with? Either way, I'm interrsted in a set of the ported version when they become available. Any idea on timeline???
Nice vid Eric 👌🏻 Are the flow numbers from this good for the CSA?? P.s offset rockers for increased CSA was a Chrysler invention. 1970 340 6 barrels had offset rockers so the racers could port the heads farther 😉
honestly would have rather seen a larger chamber with 2.20 or 2.25 intake and 2.0 exhaust they could have got rid of the heart shape runners do need to be much bigger. spend twice as much ha try 5 times as much ! i told my dad that when he decided to build an old belvedere he said no way well im about 7500 into the motor and my heads arent even together yet and im doing most of the work
You have to bleed Mopar to understand why we spend more to achieve less. A good example is my Altered. It will take any engine; in fact it has a Powerslide (I mean Powerglide) trans. It has ran a modern Hemi, a stroker 440, a big block chev, and now a 30 over 440. The Mopar engines are unique whereas Chevy motors are, "like assholes, everyone has one". Since I am not class racing, hp per ci is unimportant. Is it stupid to pay more for the same horsepower. Yes. On the other hand, does it feel better to buy American made as opposed to Chinese made. Hell yes. Is it always possible? No. You either love Mopars or you don't. Everything in my driveway is Mopar. My truck has a Hemi (yours probably has an ls). I'm happy with my choices. I have never even thought about using a different brand. I have the Mopar Gene!
You need to know in the BBM world: you either run a factory block which is only good for x amount of power, or run an aftermarket block (all the scheckles) and use all the fancy(all the green backs) top end. It’s a block issue. And yes, Billy rays uncles brother down the road “used” to run 8.90s in a duster back in the day with a stock block. Blah blah blah… you’ve heard it before. Anyway. You either cap it around 600 or shoot for the moon with aftermarket. Either or.
That's definitely true with the older Brodix or Indy stuff. Lately though, companies like Trick Flow with their 240cc heads and now these from Promaxx are making it easier to for the "Standard port" guys to bridge the gap into the 650-700hp range. But yes, I'm limited by the strength of my main webbing like all builders who use factory RB blocks. Nature of the beast I guess.
Yup 600hp limit on the factory block. I have noticed that low deck builds can be pushed a bit harder. This is likely due to the bore, stroke geometry producing a more forgiving platform at higher rpm. They are happy engines.
I have asked myself why I would drop heavy cash for a aftermarket wedge block, high dollar heads, valvetrain and of course exhaust headers. I can just build a HEMI instead.
Those are great numbers for such a restrictive cross section. most mopar guys are going to run that on a 4.375 bore....nice improvement on those Eric
Its nice to see a bbm head with a proper chamber that doesnt look like a bathtub or a water trough for cattle. Getting 340cfm through a 2.5csa is no joke.
We built a 400 based molar motor with the smaller trick flow top end with 11.5 to 1 compression that made 525 HP and 550 ft lbs of torque, not bad for a small motor, these would probably be on par with that, the 400 is nice because of the big bore short stroke, cheaper to build than a stroker
Always good to see a BBM head on the channel!
The Mopar world appreciates your help and appreciates that promax has stepped up to provide another option. Not a lot of options and great to see one more.
Indy 440 - 1 and Edelbrock Victor heads use offset rockers to be able to widen the port
Chamber looks awefully close to the trick flows bout time someone’s done a modern chamber for a 440.
Thanks for giving us MOPAR fans something to think about.
Very nice Eric.
To bad they did not widen out the pinch.
Run an offset rocker.
Other than that, looks like a nice head.
Chamber looks alot like a Trick Flow 240's or the 270's.
Thanks for sharing.
Man it cool to see you use your talents on a mopar. And yea mopars are twice as expensive as a chevy BUT a mopar is 3 times as cool
Thanks for the video, having more bbm head choice is great.
Thanks for doing a Chrysler head
Excellent i luv when Eric does a mopar component
Nice gains I like the before and after stuff
Nice job ! 340 cfm! I’m waiting for set for my 505!
I wish promaxx would make a head to compete with trickflow and the Indy heads with bigger intake runner volumes.
I had a few mopar hot rods when i was a kid . 440, 426 marine wedge.. i finally decided to move on . I was told the block was a problem, not that my engine made that much hp . I assume that Dodge made the cylinder heads for low speed torque . The the hemi was there answer for hp . I like higher rpm hp .
I was watching the your turbo motor video and not sure if you mispoke or what, but the drop in compression is not to reduce cylinder pressure, you want to achieve the most cylinder pressure you can regardless of what compression/boost combination. You are correct about there being a limit to the fuel, but the idea of dropping compression is to achieve the maximum cylinder pressure with the coolest charge, as the cooler the charge, the more you move up the maximum cylinder pressure point with out detonating the charge without spark. How you do this is with intercooling, the intercooler is the real performance adder in a boosted application. Another youtube personality had a hard time with this, but boost in a turbo engine is compression you can cool, any compression you do in the cylinder produces heat that you can't get rid of before the spark arrives, compression done externally can be cooled, making the charge less volatile, and denser. Also less compression makes the engine effectively larger under boost with increase of the mass flow rate.. On a purpose built turbo motor, you essentially just want enough compression that the engine will still start, but we can push it up a little bit with modern engine management so that we can still have some thermal efficiency off boost in a cruise and idle condition.
No one will be running.800 lift on a set of standard port heads. The .600-.700 seem really good for that port.
By the way nice job.
Here in Australia the GM Holden is the cheaper engine when I built my 253 😂 but never to the extreme, 3/4 cam 2"/1/2 exhaust small 4 barrel, carb never tried 1/4 mile, thanks for sharing, all the best to you and your loved ones
Chapman racing engines ported a stock Stage 6 Mopar head that he had as cast Before they cut the valve spring pocket that left all that meat there so he can raise the roof, installed longer valves and they got 380 something CFM.
This was their max wedge version with a 220 or 2:25. I believe in it. Unfortunately, Chapman is no longer in business. They sold The heads through Mopar from Chapman they were in working in conjunction. I don't know if they sell them anymore though. That would be great if you found a set of those flowed them maybe a customer's heads or something.
Thanks for reviewing at the Mopar stuff Eric!
There are offset rockers available for some Max Wedge port heads, like some of the Indy and B1 options as well as the Edelbrock Victors. And there are also Max Wedge port heads that work with standard rockers, like the Trick Flow 270. I’d be curious what you think about the 3.63 sq in Max Wedge port window.
Is ProMaxx going to do a Max Wedge version too, like the Trick Flow 270?
Id say most big block stroker guys are using a 4.375 for the 400 block or 4.350 for the 440 block.
they need to redesign them, you really had your work cut out for you ! im surprised you were as successful as you were! we spend more cause what we end up with generally last a bit longer i built a 440 for an old friend with cast 906 heads i ported hard they flowed about 280 at 500 lift when i was done that was a street car went into the 6:20s in the 8th mile for 10 years in a 68 charger then we had our little white s10 i built a 406 for that went 6:80s and the motor was ready to retire in 2 years we raced the s10
and never went on the street it was a the charger was a car father bob we called him drove on the street and just uncapped then tossed slicks on to race weekends. i still like chevys but run mopar stuff too my family owns a mopar dealership and a chevy dealership so i run both. the cummins 12v is awesome im looking at possible head mods on now mopar wiring sucks chevy is simple and easy its what i change my mopars to cause mopar engineers are morons in the wiring dept !
Eric, have you ported a set of the TrickFlow 270s? I’ve heard that they can be made to flow close to 390 cfm, but there isn’t much info out there on porting them. I’m torn between them and a set of Indy -1s.
thanks Eric , great work in everything you do !!!
Have Promax raise the ports so that 400 blocks use 440 manifolds and 440's use spacer plates Promax needs to include the shaft relocation data in their rocker stands did you say tulip exhaust stock 440 is 4.320 400 is larger so build head for at least 4.340 bore looks good what size valve guides? I like the rocker stands
Hopefully they’ll keep the cost in competition with the trick flow heads.
So do sbc heads with stock valve location and angles flow like that or I'd it just moved valve heads flowing like that? Stock big block Mopar valves are off the centerline and in a bad spot like stock small block Chevy head, they move closer to the bore instead of away from it.
Eric when is Promaxx going to release this project X head?
Is that ported flow about like a stock unported rec port BBC factory head?
No it’s more.
@@WeingartnerRacing, Cool, Thank You
Nice work Eric!
I have a set of speed master , intake flows 320 at 600, 275 on exhaust,,unported out the box, 74cc, poor seat job tho, 244 intake 188 exhaust , raised farther back in ports, going on a 540, with a match ported super victor,
can i put them on my 408 small block ? I really wish someone would make a set of 225 cc small block heads and have them available
What about angle tricks on the valve for more flow since your stuck on that port size ? At the strip you here most 440s flattin out at the 1000 ft mark , like the rpm climb really slows.
For such bad heads for the size of engine they go on, those Mopars friggin scream. I've seen some damn quick 440s with junk open chamber heads that ran like a bat out of hell. Plus the short blocks are built like tractor motors. It doesn't take much to make a 383 or 440 scream. I think it's because of the torque they make.
big bore short stroke they have such low compression cause even the low deck 383 has a higher deck height than a 454 chevy . 454 is 9.80 a 383 is 9.90 and a 440 is 10.7250
@@stevenbean9706 ...actually the deck height spec for the low deck big block Mopars is 9.98"... not 9.90 ... the 383 BBM also have the same bore spec as the 454 Chevy (4. 250" bore spec)... kinda surprised u didn't mention that for those who may not already know that
Can you get much more area by tightening the corners of the port? Looks like those have a really round corner to the ports.
Nice work mate
Thinking these should shine on 400 B’s. Be nice if they left more meat at the pinch, to offset, as you said, but think it’d also allow more flexibility if they left the cast floor .125” higher.
Thanks for sharing.
Eric, I have a question not really relating cylinder heads but it involves flow and pressure. In a remote mount turbo system. Where would a feller put the waste gate. As close to the turbo as possible or as close to the collector as possible. Ww2 bomb birds with a remote system had them off collector. Maybe you could explain what your thoughts of a difference there would be between the 2.
Weird topic I know but I'm legitimately very curious.
I’m no pro but I think the more important thing is having direct exhaust flow into the waste gate, for example, the outside of a turn where there is airflow, not the inside of a turn
I dont think it would reasonably make a difference. Imma guess you are gonna vent to atmosphere, having a dump at the collector will be more responsive. A wastegate at the turbine is probably easier plumbing. I think you would need to actually test both to see a difference.
Some 350/370z guys use t4/t3 hybrids in place of the stock mufflers with internal gates. That solution keeps plumbing to a minimum.
I can't seem to find Project X heads for big block mopar. I can find cnc'd maxx heads, but I'm looking for this chamber instead of the typical 84cc wedge. Can anyone point me in the right direction?
They are not going into production
@@WeingartnerRacing Thank you!
Can you comment on seat material or valvetrain quality ??
I think of Popular Hot Rodding's Project X that was a '57 Chevy more than fifty years ago.
Sorry on another note I have a set sbc cast angle plug heads with no markings small chambers 205 intake valves 3/8 studs1.550
Soild roller springs
So, what is the bore size ??? Bore size should be 4.400 diameter for larger valves.
4.310
@@WeingartnerRacing how does this fair for flow toward a similar indy head?
You can't go 4.40 on a factory block. They'll be too thin and distort under load. And run too hot. 4.375 is the safe limit.
Not to get off topic, but what are your thoughts on tapered combo spacers on a tunnel ram?
I put a set on a 505 stroker b block and am having nothing but trouble with valve train geometry. Ate 3 harland sharp 1.5s, after closer inspection i foumd one head is a total ankor. The valve guides are not machined correctly and the rocker shaft pedestals are not in the same location in relation to the valve on only one head. One head is good the other is junk.
That’s the chamber that mopar should have went with on the 440 heads.
We know more in 2024 than they knew in 1966.
When you have completed porting these heads, at what RPM would a street performance 540 start starving for air?
With optimized intake, camshaft and exhaust... probably around 5,000-5,300 RPM would be your power peak. According to the math.
When I raise the roof!! I go after the top of the crown of the floor
These style heads for BB MOPARs are really nothing more than factory replacement street pieces. Definitely not making any upper rpm power with 440+ cubes and especially not with a stroked combination. If you're looking for a low rpm, early/flat torque curve deal, these are fine for a car that's going to see a ton of street driving.
I've seen iron W2 small block MOPAR heads move 335-340 on the intake side with a 2.08 valve when done by someone who knows how to port them correctly and they will rpm like crazy on 340 cubic inches, while a good W8 head, including a set I had on a 417 ci engine, will go over 400 cfm, with excellent characteristics throughout the flow curve and make peak power well past 8000 rpm even at that engine size.
Hey Eric, when did promaxx change the valve guide diameter to 11/32 on the sbf project x? Mine are 11/32.
When valves got hard to get.
Are these still coming to market
I checked with Promaxx last week, they said they are soon to come to market. I have been a Dealer for years now. Promaxx makes a good product.
with that mcsa 2.38*1.40 - 1/2 of radius corners = 3.14squi ......these head can make peak power to 6900 7100 on 480 - 500 ci BBD... no bad... cheers from venezueala.
Looks like Promaxx advertises their 240cc BBM heads with a 84cc chamber. I assume that's what you started with? Either way, I'm interrsted in a set of the ported version when they become available. Any idea on timeline???
You are probably looking at the standard head not this project x head.
@@WeingartnerRacing That explains it. Thank you sir.
Nice vid Eric 👌🏻
Are the flow numbers from this good for the CSA??
P.s offset rockers for increased CSA was a Chrysler invention.
1970 340 6 barrels had offset rockers so the racers could port the heads farther 😉
It's just too bad they didn't cast the heads for it without having to modify them.
@@mickangio16 Yeah it'd be nice if it were cast bigger, but 🤷🏻♂️
About the only way to get more air through them is to put a blower on it. That's too bad because i am a Mopar guy.
For real why don’t they just send you a head to make how you think it should be?
Interested in buying a pair from you
Email me and maybe I can get pricing b
NICE!
Flows as will as 240cc sbf high port fully ported .
honestly would have rather seen a larger chamber with 2.20 or 2.25 intake and 2.0 exhaust they could have got rid of the heart shape runners do need to be much bigger. spend twice as much ha try 5 times as much ! i told my dad that when he decided to build an old belvedere he said no way well im about 7500 into the motor and my heads arent even together yet and im doing most of the work
They need to send you a head that hasn't been machined for pushrods so you can open it up to Max Wedge ports.
And how do you suggest we open the valves? 🤨
You have to bleed Mopar to understand why we spend more to achieve less. A good example is my Altered. It will take any engine; in fact it has a Powerslide (I mean Powerglide) trans. It has ran a modern Hemi, a stroker 440, a big block chev, and now a 30 over 440. The Mopar engines are unique whereas Chevy motors are, "like assholes, everyone has one". Since I am not class racing, hp per ci is unimportant. Is it stupid to pay more for the same horsepower. Yes. On the other hand, does it feel better to buy American made as opposed to Chinese made. Hell yes. Is it always possible? No. You either love Mopars or you don't. Everything in my driveway is Mopar. My truck has a Hemi (yours probably has an ls). I'm happy with my choices. I have never even thought about using a different brand. I have the Mopar Gene!
Nope my work truck has a hemi
@@WeingartnerRacing so are the new 440 cylinder heads made to your specifications now and if some are these good heads to use
me too
Love seeing the junk Mopar stuff.
It's nice to see you working on some Mopar stuff. While working on a Mopar head, every other word out of your mouth should not be Chevy. 🙂
Big block mopars are actually not that crazy to build price wise. Definitely not twice as expensive. They are probably cheaper then a big block ford
have to agree to disagree i built a 460 for a mercury capri for about 4500.00 im now 7500.00 into a 383/496 and i dont even have the heads together.
@@stevenbean9706 what did you spend $7500 on? You can get a 440 source stroker kit right now for $2600.
To bad can't adapt Ls heads to mopar it would be a real screamer
Bolt junk on a good motor and you'll still have JUNK.
You need to know in the BBM world: you either run a factory block which is only good for x amount of power, or run an aftermarket block (all the scheckles) and use all the fancy(all the green backs) top end. It’s a block issue. And yes, Billy rays uncles brother down the road “used” to run 8.90s in a duster back in the day with a stock block. Blah blah blah… you’ve heard it before. Anyway. You either cap it around 600 or shoot for the moon with aftermarket. Either or.
That's definitely true with the older Brodix or Indy stuff. Lately though, companies like Trick Flow with their 240cc heads and now these from Promaxx are making it easier to for the "Standard port" guys to bridge the gap into the 650-700hp range. But yes, I'm limited by the strength of my main webbing like all builders who use factory RB blocks. Nature of the beast I guess.
Yup 600hp limit on the factory block. I have noticed that low deck builds can be pushed a bit harder. This is likely due to the bore, stroke geometry producing a more forgiving platform at higher rpm. They are happy engines.
I have asked myself why I would drop heavy cash for a aftermarket wedge block, high dollar heads, valvetrain and of course exhaust headers. I can just build a HEMI instead.
Cheaper to build a Chevy millions of used parts every where , cheap nt so for mopar
Yeah, but on the downside, you're stuck driving a Chevy 🤣
Probably work well for a 383