Very nice work Charles. I really like this 915 J heads series. No offense, the 302 heads that you have worked so hard on. I have had projects that I worked long hours on and not much reward. I hope you will get the compensation and credit for your hard work and due diligence. I know what it is to work long hours. There are many guys still running J heads and X heads. Me included. I will watch this and comment again. Take care, Ed.
Awesome, the small amount of work you javelin done here has me hopeful the my small block chrysler #596 heads that I have ported are somewhere in the 250s on the intake. I removed the strange s shape on the guide boss, straightened the common wall, 5 angle valve job, some more bowl blending, chamber cut, andaximized the pinch. With 1.88 valves. Edit: also blended the ssr a little bit as well.
Yes, same here Rodney. I wish Mullins would have gotten involved on the small block heads early on. Changed the exhaust ports and moved the pushrods out. They had the technology. Why didn't they use it. Corporate bean counters. Take care, Ed.
@@edsmachine93 Yes, Mullen did braze the exhaust floors, spread the valve centerlines, braze the pushrod pinch and use T/A rockers with shaft blocks and milled perches. But when the W2 heads became available, all that hand work was just too expensove over the new castings. Did you know they also made a oval port B-engine head, with W2 technology? It didn't offer much gain like the A-engine heads so they killed it early on. I saw a tunnel ram kit that Mullen was developing for those oval port BB heads for sale on Ebay but I passed on it. VERY RARE PIECE!!
I don't remember having to grind out those ramp-like thingies on my '78 360 heads, but they're obviously later castings, either '569 or '596, I can't remember which.... 🤔but I *_DO_* happen to have the intake manifold off right now since I'm changing the camshaft, so I'll take a closer when I go back over to the shop tomorrow and maybe try to decipher what I _actually_ did to those ports 25 years ago...
Been porting Chrysler heads for over 30 years. Made some good hp over the years. Finally got some 308 castings to try as they weren't common in Australia. Will be interesting.
Oh, also... there's a (single) "spare" 450 CFM Holley 9776 "Tunnel Ram" carburetor (stock calibrated for dual-quad tunnel ram setups) at the shop that some customer accidentally ordered from Jegs or whatever years ago that needs a good home if anyone needs one, the owner would likely part with for a bargain price.... It's not _mine_ to give away, otherwise I would just donate it to the project if it were deemed useful (and it is also only _one_ carb of the pair, so someone would still need to source a _second_ one from somewhere....)
I would love to see a video on 915 big block mopar on the process of what and where to cut , I have a pair ready to install that only had bowl cleaning with mopar performance valves 214/181, would like to spice them up a bit before installing ,love your videos , very methodical
I remember about 20 years ago porting a set of 302 heads and I used a fiera valve with a 5/16 stem and got 238cfm at 550 lift and my buddies laughed at me porting on a 318 head until they saw the flow sheet only brushed one intake for 5/16 valve never finished them but still have about 4 pair of them and all have been magnafluxed no cracks would like to see your videos on porting the 302 I think the intake valve was 1.880 might have to play around with them again thanks for sharing your hard work
Id like to weld and cut some Chevy aluminum heads, raise the ports raise the exhaust, maybe even convert/adapt Chrysler shaft mount rockers, to remove the pinch point from the equation, but like DV said the restriction is not the pinch, it's the bowl area!, I'd like to raise the guide area, use longer valves if the roof is .200" taller it's going to open the port / bowl up alot, leave a water passage about 1mm above the ports,and around the exhaust, somewhat , maybe machining and welding in bits that are machined to fit it could produce a useable modified head, however it would likely get so crazy it would probably need to be used to make a mold to cast another set of heads, casting a set of heads at home is a bit ambitious to say the least, I'm curious how little water you can get by with inside a head, a dry head would be easy, I wonder if basically casting a cross between a air-cooled head and solid billet head, then machined in passages and weld in .180" plate over the rest of the head, to allow water to flow around the cast in somewhat cooling fins, allow cooling around the exhaust, guides,, over the quench pads, then machined around the exhaust ports, to connect the cast in passages, machine a plate to weld in, then machined in the deck passages, may as well machine in 400 steam holes! Heck I'd like to carve a head from wood and work and test it just to see how it would workout fit were cast in aluminum, I was watching some of Ben Almeda's videos, and he showed some heavily modified BBC heads and intake it was some awesome mods, but as far as SBC goes, modifying a block to fit LS heads would be a great upgrade if possible, what I'd like would be to cast a block and heads make the main webbing, and base of the cylinders, extra thick, to allow the head studs to screw into the base of the bores, and main webbing if possible, to eliminate deck flex or distortion, with a semi open deck, slightly widen the bore spacing to allow water between bores, and thicker wall, if only .040" the heads should still fit, the pistons would be about . 050" out the hole, with a space in the head for the piston like Chrysler heads, but carefully machined to fit the piston tightly as possible, to allow the rings to come to nearly the top of the block, and still be down on the piston to handle heat, it should be capable of 11:1-12:1 with a flat top, with 3.480" stroke, and drill .75O" oil passages in the block to feed the mains, and. Allow the use of a BBC oilpump, with cooler and remote oil filter ports, on the front, possibly have a spacer adapter between the rear main to hold the oilpump, and use a large bolt on fitting to get the oil from the spacer through the fitting to the block through a .750"passage use double passages to the main bearings, using modified stock type race bearings, with a splayed main cap, and the oil pan will probably need mods to fit the oil to block adapter, and possibly oil pump, I think the best part would be designing it and machining it! It should be capable of handling 2k HP plus, possibly 3k without issues, maybe make it with wet sleeves! Have the sleeves bolt in like motorcycle jugs, inside the water jackets! Using stainless bolts in brass inserts, to allow the sleeves to be bolted in, then the sleeves and deck to be cut to fit, use o-rings to seal, getting crazy exotic, crazy I know sorry to ramble!!
I am adhd, that much writing and I forget to answer questions. I do not totally agree with D.V. about the pinch. It depends how much flow you are trying to get by and the airspeed.
Your “stock” numbers are what most big block Chrysler heads flow. The 440 was a decent performer for how choked off it was. These numbers demonstrate why Chrysler 340’s were so hot in the days when 300hp was a decent number. Power/weight
Yes, I've taken it out completely, but you don't wAnt to get carried away because you WILL bust through to the other side. Ask me how I know. A Full Port Job on the X/J iron heads is A LOT of TIME and EFFORT....... A months worth of weekend time easily.
Am I correscti saying that the "dead area" in the port is where the paint sows up as it slows down and hit the wall? If so, I also know then that by blowing through a port with debris I may be able to find some of these dead areas.
Charles, how much do you think you’ll pick up going to back cut 2.02” nailhead intake valves with 11/32 stems? Dramatic increase or nothing to speak of until the higher lifts?
ya gotta wonder how many people wouldnt buy a car cuz $50 back in those days... cuz $50 would have went a long way just in metal to make room for stuff like flow etc. something tells me $50 didnt make that much difference to most peoples car choices back then
I just don't understand why on small block mopar did chrysler make such horrendous ports , when they had a blank slate to start with , "unless" the engine program was compartmentalized , and the cyl head department was ran by fools and just designed something quickly that would fit.
I think the problem was the small block family was making too much hp compared to the big block so they had to saddle them with defects to make people willing to spend the money to get the bigger engine. My poly 318 looks worlds better on the heads than these things.
@@servediocylinderheads I mean they did have factory 290hp 318 when they had the poly so they were already super close to that 318hp 318. Then they stepped back with the la engines putting the effort into the 440 instead.
Why on earth did they make the ports so strange shaped, when designing a head you can make nearly any shape you would want, why not raise them .250" and open them up a bit, and raise the intake ports a bit, .200",+/-, raise the cover rail also, probably require longer pushrods,
What we know that works for high performance was not even a consideration when these were designed. It’s just too easy to armchair quarterback and trash talk the heads from 50 years ago that were designed for passenger car service, not high performance of any kind. It’s also a good reason for the split pattern cam they used in the 4 bbl. engines.
Oh for sure! No doubt. As cylinder head development proceeds through the years in race heads, one can see how things get better and better. Though passenger car service heads designed by engineers, or for which I bet weren’t young fellas but older gents schooled the prior generation along there way of thinking (and improving on it I’m sure) still have to design a head for passenger car service. The 360 was introduced in’71 and used as an upgraded people mover over the 318. The 360 was first used in the bigger cars and trucks. I think it’s easy to see the two heads, the 318 & 360 are super closely related in the thinking going on at the time. When Chrysler started in with their small block race head, the more appropriate approach was taken. I’ll drag one over so you can see. I have no valves for the bare head example I have, but I’ll remedy that before I bring it over. Personally I don’t like applying todays thinking to yester years engineering approaches and thinking. It’s not exactly fair IMO. We learn more through the years and applying todays knowledge to 50 year old heads is a dozer ice to those that came before us.
Those heads will really wake up a 318, mill them .30 thousands with KB pistons would have been more viable than the Mission Imposible project which by the way "turd polishing".
I disagree, The ports are much bigger and flow less so the 302 heads would eat them on a smaller engine due to higher port energy of the 302 heads. Thanks
@@servediocylinderheads 12:40 I’d like to see that comparison too! It’s interesting that you say the 302 castings would out flow the J heads on a smaller engine like the 318.
Very nice work Charles.
I really like this 915 J heads series.
No offense, the 302 heads that you have worked so hard on.
I have had projects that I worked long hours on and not much reward.
I hope you will get the compensation and credit for your hard work and due diligence.
I know what it is to work long hours.
There are many guys still running J heads and X heads.
Me included.
I will watch this and comment again.
Take care, Ed.
Thanks
👍💪 Really liking all this MOPAR stuff. Thanks!
I am enjoying it too. Thanks
Yes for those of you getting confused there was also a #915 big block casting, that is why people generally refer to them as j heads.
I did not know that.
He's correct, the BB 915 was one year only "67" and is closed chamber
I am pretty sure that the 6 pack head has same casting # as J head too
Awesome, the small amount of work you javelin done here has me hopeful the my small block chrysler #596 heads that I have ported are somewhere in the 250s on the intake. I removed the strange s shape on the guide boss, straightened the common wall, 5 angle valve job, some more bowl blending, chamber cut, andaximized the pinch. With 1.88 valves.
Edit: also blended the ssr a little bit as well.
Sounds good.
The (lack of) exhaust short side radius has always saddened me on the X/J heads.
Yes, same here Rodney.
I wish Mullins would have gotten involved on the small block heads early on.
Changed the exhaust ports and moved the pushrods out.
They had the technology.
Why didn't they use it.
Corporate bean counters.
Take care, Ed.
@@edsmachine93 Yes, Mullen did braze the exhaust floors, spread the valve centerlines, braze the pushrod pinch and use T/A rockers with shaft blocks and milled perches. But when the W2 heads became available, all that hand work was just too expensove over the new castings. Did you know they also made a oval port B-engine head, with W2 technology? It didn't offer much gain like the A-engine heads so they killed it early on. I saw a tunnel ram kit that Mullen was developing for those oval port BB heads for sale on Ebay but I passed on it. VERY RARE PIECE!!
The 308 castings have a raised floor
@@petergehle4222 So do the #302 castings, they learned that trick on the W2 heads.
Nice! That is about what I did on my 360 heads. I am considering the magnum valves on the 302 heads I am going to build for a 318
Nice!
I don't remember having to grind out those ramp-like thingies on my '78 360 heads, but they're obviously later castings, either '569 or '596, I can't remember which.... 🤔but I *_DO_* happen to have the intake manifold off right now since I'm changing the camshaft, so I'll take a closer when I go back over to the shop tomorrow and maybe try to decipher what I _actually_ did to those ports 25 years ago...
Cool, let us know. Thanks
Been porting Chrysler heads for over 30 years. Made some good hp over the years. Finally got some 308 castings to try as they weren't common in Australia. Will be interesting.
Nice!
Oh, also... there's a (single) "spare" 450 CFM Holley 9776 "Tunnel Ram" carburetor (stock calibrated for dual-quad tunnel ram setups) at the shop that some customer accidentally ordered from Jegs or whatever years ago that needs a good home if anyone needs one, the owner would likely part with for a bargain price.... It's not _mine_ to give away, otherwise I would just donate it to the project if it were deemed useful (and it is also only _one_ carb of the pair, so someone would still need to source a _second_ one from somewhere....)
I would love to see a video on 915 big block mopar on the process of what and where to cut , I have a pair ready to install that only had bowl cleaning with mopar performance valves 214/181, would like to spice them up a bit before installing ,love your videos , very methodical
I have one set of 906 bbm heads they haven't been touched since 1988. I have no valves, locks or retainers for them.
I remember about 20 years ago porting a set of 302 heads and I used a fiera valve with a 5/16 stem and got 238cfm at 550 lift and my buddies laughed at me porting on a 318 head until they saw the flow sheet only brushed one intake for 5/16 valve never finished them but still have about 4 pair of them and all have been magnafluxed no cracks would like to see your videos on porting the 302 I think the intake valve was 1.880 might have to play around with them again thanks for sharing your hard work
302 Mopar head I have lots of ported videos. Thanks
Is that the “Humber Hump” I’ve read about? DV did an article 25 years back on porting BB Mopars.
Id like to weld and cut some Chevy aluminum heads, raise the ports raise the exhaust, maybe even convert/adapt Chrysler shaft mount rockers, to remove the pinch point from the equation, but like DV said the restriction is not the pinch, it's the bowl area!, I'd like to raise the guide area, use longer valves if the roof is .200" taller it's going to open the port / bowl up alot, leave a water passage about 1mm above the ports,and around the exhaust, somewhat , maybe machining and welding in bits that are machined to fit it could produce a useable modified head, however it would likely get so crazy it would probably need to be used to make a mold to cast another set of heads, casting a set of heads at home is a bit ambitious to say the least, I'm curious how little water you can get by with inside a head, a dry head would be easy, I wonder if basically casting a cross between a air-cooled head and solid billet head, then machined in passages and weld in .180" plate over the rest of the head, to allow water to flow around the cast in somewhat cooling fins, allow cooling around the exhaust, guides,, over the quench pads, then machined around the exhaust ports, to connect the cast in passages, machine a plate to weld in, then machined in the deck passages, may as well machine in 400 steam holes!
Heck I'd like to carve a head from wood and work and test it just to see how it would workout fit were cast in aluminum, I was watching some of Ben Almeda's videos, and he showed some heavily modified BBC heads and intake it was some awesome mods, but as far as SBC goes, modifying a block to fit LS heads would be a great upgrade if possible, what I'd like would be to cast a block and heads make the main webbing, and base of the cylinders, extra thick, to allow the head studs to screw into the base of the bores, and main webbing if possible, to eliminate deck flex or distortion, with a semi open deck, slightly widen the bore spacing to allow water between bores, and thicker wall, if only
.040" the heads should still fit, the pistons would be about . 050" out the hole, with a space in the head for the piston like Chrysler heads, but carefully machined to fit the piston tightly as possible, to allow the rings to come to nearly the top of the block, and still be down on the piston to handle heat, it should be capable of 11:1-12:1 with a flat top, with 3.480" stroke, and drill .75O" oil passages in the block to feed the mains, and. Allow the use of a BBC oilpump, with cooler and remote oil filter ports, on the front, possibly have a spacer adapter between the rear main to hold the oilpump, and use a large bolt on fitting to get the oil from the spacer through the fitting to the block through a .750"passage use double passages to the main bearings, using modified stock type race bearings, with a splayed main cap, and the oil pan will probably need mods to fit the oil to block adapter, and possibly oil pump, I think the best part would be designing it and machining it! It should be capable of handling 2k HP plus, possibly 3k without issues, maybe make it with wet sleeves! Have the sleeves bolt in like motorcycle jugs, inside the water jackets! Using stainless bolts in brass inserts, to allow the sleeves to be bolted in, then the sleeves and deck to be cut to fit, use o-rings to seal, getting crazy exotic, crazy I know sorry to ramble!!
I am adhd, that much writing and I forget to answer questions. I do not totally agree with D.V. about the pinch. It depends how much flow you are trying to get by and the airspeed.
Someone actually used to cast a hybrid block. Sbc bottom LS cylinder head head bolt arrangement.
No reason for big block oil pump.
@@servediocylinderheadsWorld Products makes this block.
Small block/LS Hybread.
Your “stock” numbers are what most big block Chrysler heads flow. The 440 was a decent performer for how choked off it was. These numbers demonstrate why Chrysler 340’s were so hot in the days when 300hp was a decent number. Power/weight
I was surprised they flowed as well as they do.
Just fyi, the ski ramp guide tail in the roof of the intake port can be taken out completely if you want to find out what that does to the flow.
Haha, just worked on it for an hour. I kept measuring. I thought it was solid. Thanks
Yes, I've taken it out completely, but you don't wAnt to get carried away because you WILL bust through to the other side. Ask me how I know. A Full Port Job on the X/J iron heads is A LOT of TIME and EFFORT....... A months worth of weekend time easily.
Am I correscti saying that the "dead area" in the port is where the paint sows up as it slows down and hit the wall? If so, I also know then that by blowing through a port with debris I may be able to find some of these dead areas.
Actually the dykem is carried by the fastest air.
Charles, how much do you think you’ll pick up going to back cut 2.02” nailhead intake valves with 11/32 stems? Dramatic increase or nothing to speak of until the higher lifts?
I would like to do this experiment. Other heads pick up more in the midrange flow than top end. Thanks
ya gotta wonder how many people wouldnt buy a car cuz $50 back in those days...
cuz $50 would have went a long way just in metal to make room for stuff like flow etc.
something tells me $50 didnt make that much difference to most peoples car choices back then
I just don't understand why on small block mopar did chrysler make such horrendous ports , when they had a blank slate to start with , "unless" the engine program was compartmentalized , and the cyl head department was ran by fools and just designed something quickly that would fit.
I don't know. Just a bit of design work would have been a big difference.
I think the problem was the small block family was making too much hp compared to the big block so they had to saddle them with defects to make people willing to spend the money to get the bigger engine. My poly 318 looks worlds better on the heads than these things.
@@bcbloc02 You make a good point. A good port design would really wake these up.
@@servediocylinderheads I mean they did have factory 290hp 318 when they had the poly so they were already super close to that 318hp 318. Then they stepped back with the la engines putting the effort into the 440 instead.
I got confused by the 915 and J thinking it was the closed chamber '67 440 head and a Chrysler 300 J. Never mind
Sorry
@@servediocylinderheads I have to remember that there are J and 915 references for that small block mopar head. I will now!
Well if you are following it’s a 318 project 🤷🏼♂️
Why on earth did they make the ports so strange shaped, when designing a head you can make nearly any shape you would want, why not raise them .250" and open them up a bit, and raise the intake ports a bit, .200",+/-, raise the cover rail also, probably require longer pushrods,
Do not apply logic!!!!
Did not want to change exhaust or intake manifold design/patterns?? Bean counters. 😂
Did a "little" bit with Magnums though.
What we know that works for high performance was not even a consideration when these were designed. It’s just too easy to armchair quarterback and trash talk the heads from 50 years ago that were designed for passenger car service, not high performance of any kind. It’s also a good reason for the split pattern cam they used in the 4 bbl. engines.
@@Robs-Garage-experiments You make a good point. There were manufacturers doing airflow research back then. They were few. Thanks
Oh for sure! No doubt. As cylinder head development proceeds through the years in race heads, one can see how things get better and better.
Though passenger car service heads designed by engineers, or for which I bet weren’t young fellas but older gents schooled the prior generation along there way of thinking (and improving on it I’m sure) still have to design a head for passenger car service. The 360 was introduced in’71 and used as an upgraded people mover over the 318. The 360 was first used in the bigger cars and trucks. I think it’s easy to see the two heads, the 318 & 360 are super closely related in the thinking going on at the time.
When Chrysler started in with their small block race head, the more appropriate approach was taken. I’ll drag one over so you can see. I have no valves for the bare head example I have, but I’ll remedy that before I bring it over.
Personally I don’t like applying todays thinking to yester years engineering approaches and thinking. It’s not exactly fair IMO. We learn more through the years and applying todays knowledge to 50 year old heads is a dozer ice to those that came before us.
Those heads will really wake up a 318, mill them .30 thousands with KB pistons would have been more viable than the Mission Imposible project which by the way
"turd polishing".
I disagree, The ports are much bigger and flow less so the 302 heads would eat them on a smaller engine due to higher port energy of the 302 heads. Thanks
@@MP-pz9oe It is a learning process for us all. Thanks
@@servediocylinderheads So the 302 heads would beat Edelbrock heads on a 318 ??
@@MP-pz9oe It would be a fun test I think.
@@servediocylinderheads 12:40
I’d like to see that comparison too! It’s interesting that you say the 302 castings would out flow the J heads on a smaller engine like the 318.