Suggestions for new design Aluminum Mopar SB clean slate (kind of) cylinder heads

Johnny Mac said
All,

Time for our mopar sb lineup to get some love. I'd like to ask the masses to chime in with suggestions / observations for a BluePrint Engines Mopar SB cylinder head. (with a catch of course)

Here are some facts that are Non negotiable. Some of you won't love the "Limitations" , your opinions are welcome, but these are things I CANNOT change, based on block availability.

1. These will use pushrod oiling, and have stud mounted rockers. LA blocks in the world for a company of our Size are too sparse to use deck oiling or shaft rockers. Not interested in the cost of shaft rockers, or trying to oil shaft rockers through the pushrods. Just is what it is.
2. I hope to utilize the LA intake manifold bolt pattern opposed to magnum. Opens up aftermarket intake availability. I think the intake bolts (LA vs magnum) occupy the same realestate, so there won't be enough meat to machine both at the same time. has to be 1 or the other. correct me if i'm wrong.
3. Keeping in mind we're an engine manufacture first, not a head company....the idea is to use these on our engines first....and offer them to the aftermarket as capacity allows.
4. Must be magnum head -ish based. I cannot get into weird W2 ports, completely moving the pushrod holes, etc. These are primary going in 500HP and down cars, so they must fit without weird custom headers, use avail intakes, etc.

outside of the above, I would love to hear things you dislike about the other few heads on the market, or would change. EX: do the magnum edelbrocks have missing bolt bosses vs an LA? are magnum based heads fatter somewhere an LA isn't, so they make it hard to bolt on OE accessories. (may be completely false, just throwing out examples)

Should be a nice little 290 ish CFM street/strip head with a 2.08 intake valve that does everything we need it to do, w/o getting too exotic.

thanks everyone in advance for the input.

IMHO, just looking at the GM Gen 3/4 engine head and port designs for inspiration is a good place to start. Granted keeping the stock port face openings and pushrod locations does limit design some. The General spent a lot of development time on those first engines and came up with a winner.
The Gen 3 Hemi design seems good for flow, but how much could be applied to an LA/Magnum cylinder head I do not know.
Look to David Vizard Powertec 10 Youtube videos on porting or his How to Port and Flowtest Cylinder Heads book. The port should aim to the cylinder wall side and the bowls should exhibit a bias from that cylinder wall side angling across the valve stem toward the cylinder center. This is the bowl area, and will generate swirl. A look at DV's 289 Ford porting shows angling the quench to aid flow out the exhaust valve. Yes, I know, Fordy stuff. But physics does not know the nameplate on the hood.
Reduce valve angle to get a smaller combustion chamber for fast burn. Compression is easily controlled with a piston dish that matches the outline of the head combustion chamber. This will lead to good torque and fuel efficiency. Less timing advance will be required. Another benefit is that at a later date and for the aftermarket, more torque and power can be added by "all the usual suspects."
An offshoot of this could be heads for the 3.9L V6, which is essentially a 5.2L with a cylinder removed from each side. This would be a negligible design expense to accomplish.