Mopar W2 heads

user-9274568 · Post by **user-9274568** » Sat May 07, 2005 2:37 pm

Curtis

I want to see the 10 degree Chevy. Also, from what I'm understanding the P5007636 block for the W9 head can only use a 4.00 bore. This sound correct? The P5007467 for the Hemi can go 4.155. I'm not sure, know anything???

Chad

cboggs · Post by **cboggs** » Sat May 07, 2005 7:37 pm

cspeier wrote:Curtis

I want to see the 10 degree Chevy. Also, from what I'm understanding the P5007636 block for the W9 head can only use a 4.00 bore. This sound correct? The P5007467 for the Hemi can go 4.155. I'm not sure, know anything???

Chad

Chad,

From what I know the drag race block, that has a bell housing and
is for a wedge head will go 4.155", .. but I'll check.
Why did you find a block????

here's a 13.5º photo, ,, will that do?

phoenix · Post by **phoenix** » Mon May 09, 2005 3:59 pm

Curtis, great pics!

Thanks for posting them. I'm not a head porter so please take this in stride, it seems the spark plug could be alot closer to the bore center. I know these heads were designed for alcohol (sprint car)
plug location seems to be the norm for those engines. Ever do any plug repositioning? Thanks again for the pics.
Shane

cboggs · Post by **cboggs** » Mon May 09, 2005 9:03 pm

phoenix wrote:Curtis, great pics! it seems the spark plug could be alot closer to the bore center. I know these heads were designed for alcohol (sprint car)
plug location seems to be the norm for those engines. Ever do any plug repositioning? Thanks again for the pics.
Shane

Shane,

Yes I do move spark plug but in econo comp eliminator we are not allowed to. Has to be stock location.
The GM 15º casting was designed for comp cars, not really alky.
The GM 18º really started life from cup, nascar truck & busch when we
used to take 23º heads and weld the deck and roll them.

In this head if the plug was moved over closer to the bore center it
puts it right in a major wet flow path, ..
you might be thinking of the SB2.2 with a central located plug, ..
but the wet flow pattern in that head/port is different.

Curtis

phoenix · Post by **phoenix** » Mon May 09, 2005 9:16 pm

Thanks Curtis. Have you had a chance to test em on a wet flow bench?

phoenix · Post by **phoenix** » Mon May 09, 2005 9:20 pm

oops, Hey curtis, I meant the plug on the w9rps. My reply was after looking at the w9rp pics. I didnt see the chevy heads until later. sorry.

cboggs · Post by **cboggs** » Mon May 09, 2005 9:42 pm

phoenix wrote:oops, Hey curtis, I meant the plug on the w9rps. My reply was after looking at the w9rp pics. I didnt see the chevy heads until later. sorry.

Oh, duhh, .. I shoulda figured that out.

No I haven't had a chance to move the plug, .. and as you can see
I haven't got to the point of wet flow testing.
I do have a plan for the problem tho'

I'm sure plug location will be looked at, .. but it will require welding
or a modified casting. These head do belong to a customer and have
to be kept within a budget and time frame. The next stage will involve
a chamber designed for small comp engines, ..

One thing that has been mentioned in e-mails to me, .. it's hard to
tell from those photos but the chamber wall by the intake valve
is convex not concave, .. it's a fairly good chamber even though
it is an alky chamber.

Curtis

Cheapstreetduster · Post by **Cheapstreetduster** » Mon May 09, 2005 10:14 pm

hey curtis, did you do the mods to the chamber at the intake valve "eyebrow" where it radius to the spark plug boss ..?
or did it have that already..( or part of a cc program)?
if you did it,,what did you see in a change in air flow..and at what point.
i understand it unshrouds the intake valve.. but i didnt see a gain in a set of small chamber heads with this mod. that i did.
and i was wondering where/what lift it effected most on this head.?
just trying to complete a thought ,,and as i had not so good results
i am trying to come to a clearer conclusion..(not on a w9)
thanks
my thinking was that it would take the short turn archeteture out of the equation and allow some air to get by the opposing side of the valve.
kind of let it go where it was going before the short turn..
my thinking was to add or scavenge the air that wasnt stuck to the short turn.. but it didnt make a huge difference..at least not for the work involved.. but i see it on these heads so there is obviously more to it.
i did see a gain just no where near what i hoped (sa'la'vi')
thanks
cheap..

RyanJ · Post by **RyanJ** » Tue May 10, 2005 1:18 am

Cheap: I gotta get you pics of the new LG. Port Commando chamber I have done. IMO It's as good as that head will get and it's pretty darn good. I look at it every day sitting on workbench and still smile at how happy I am with the chamber design. I am rarely "thrilled' about SB Mopar chambers and how well they are designed, but that one is awesome. I borrowed most of it from an old 1995 W7 head that Chapman hand ported back in the day. If you sit the two heads side by side, hard to tell chambers apart. Top cut on VJ and how it blends to those chamber walls is beyond critical on that head.

Cheapstreetduster · Post by **Cheapstreetduster** » Tue May 10, 2005 5:25 pm

i bought a new set to start over with..
i didnt really mess up the old ones ..just needed to start over
they moved pretty good air..like 297
i am looking for all the air i can get at 5.50" or below and the chamber mod pic'd up the lift above 5.50" but didnt gain in the low lifts..
so iam gonna try a few more things to a few other ports until i get
what i want/ then apply it to the new heads
how did you know i was talking about the 310 commando's in the above post?
well actually i not surprised.. but your right it is the commando's
sure fire me a few shots of the chambers id love to see'm
most of the basic stuff worked great, pepped it right up.
its definatly all in the comb chambers and valve seat throat and VJ
... just when i think i have something i think will help...sure enough the peto tube calls my bluff...
"its that ever delicate balance ..i know its there iam just missing the clearity to decifer all of what i think i am seeing." he he
cheap

RyanJ · Post by **RyanJ** » Tue May 10, 2005 6:09 pm

Cheapstreetduster wrote: how did you know i was talking about the 310 commando's in the above post?
well actually i not surprised.. but your right it is the commando's

Did you forget I know everything? LOL

I forgot to take pics of that chamber today, I was in mad rush to get set of W5's out door to make the boat heading for Australia. Beat UPS man by 5 minutes..........

I'll probably post the chamber pics over on moparts. I'm sure the owner of those heads is chomping at bit see some progress as well. I can't brak 300 on those heads no matter what I do. Have done bunch of ports 294-298 peak. Just hit a wall, but low/mid is so good I don't really care. Some of the early sets I went crazy on ST looking for the elusive high lift, could'nt find it. Just managed to hurt head almost everywhere. I think Westech's flowbench got to be high for Steve D to see the 300+#"s he saw. Just my 2 cts.

Cheapstreetduster · Post by **Cheapstreetduster** » Wed May 11, 2005 8:04 pm

i know i had killer low lifts till i went and messed with it a little more
thats why i got the new castings
the first set like you said seem to hit a wall and i need to back up to where the 2,3,400" numbers where highist..
the more i think about these things they really smoke..
for such little mods.. and the comb chamber can be changed to suit
alot of different aplications
the exhaust pattern is a little odd as far as header flange misalignment.
not to big a deal i guess.
these things went way past a set of indy-1's and for less money
a set of indys on the same bench went like 258 cfm..and there alot more money
,,,,,,,up front anyway...
cheap;

RyanJ · Post by **RyanJ** » Wed May 11, 2005 11:06 pm

Oh don't get me started on the -1 ICH heads.