EQ heads, who's using them?

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the 318 b heads flow good 246 cfm std with mild porting 270 cfm @500 but rember you need chev rockers and screw in studs , amc lifters diffrent push rods with wholes for oiling they if your engine is a magum its a direct bolt on
 
[FONT=Arial, sans-serif]The EQ Magnum Head is an excellent choice for any small block Mopar, we had no problem getting it to flow in the 275 Range with the appropriate porting. What's even more important with this head is the design of the ports and the ability of the runners to build air velocity when combined correctly with the right cam and valve size.

We built a 318/375 inch motor, we did the port and bowl work to match our calculations, end result was a 550+ HP 318 engine naturally aspirated on 114 fuel, Calculated at 10.84 with a 3108# car and I believe with the current changes we're doing it will run easily in the 10.70's.

For our combination we used a 2.00/1.60 valve combo and selected the right cam and rocker arm ratio to achieve .600 Mach air speed over the intake at 6500 RPM.

This all took a lot of R&D but once we found the issues it's now very simple procedure and easily duplicated.

I'm not sure what your trying to accomplish with these heads but, in my opinion from stock form to a full race application, when placed in the right hands there probably isn't a better casting in the market.

We offer several performance products designed specifically for this head, Racer Brown rocker arms in 1.6/1.5 combination ratios (No Guide Plates needed) Valve springs in the 240 seat/450 nose range to run the Schubeck composite lifters, specially designed Multi Layer Steel Cometic Head gaskets in several thickness' and bore sizes to capture the enlarged water ports, rocker arm mounting spacers to allow you to use a taller valve. Valve cover spacer plate adaptors to convert the head to accept LA Valve covers, Aramid fiber intake gaskets that fit the 90* intake bolt pattern.

We offer the head in 3 stages:

Stage 1: Stock replacement, with our 1.5 rocker arms, springs, retainers and SS valves $1595.00
Stage 2: Street Strip, 1.6/1.5 Rockers full bowl hog and blend, minor port work, Comp Valve job, heavy springs for Schubeck lifters, taller SS Valves, moly retainers....$1995.00
Stage 3: Same as the Stage 2 but fully ported $2395.00 (1.94 to 2.02 valves as required to achieve correct air velocity)

I'm not sure of your level of expertise but I would like to add that flow numbers and bigger is better with regards to valve sizing is not always the best way to approach an engine build. Velocity, scavenge and net combustion chamber efficiency are way more important than big flow numbers which in many cases will take tork away from the operating range of the engine. Long and complex physics formulas need to be applied to all aspects of an engine build to achieve optimum results, we spent way more time on the computer and calculator than we did on the engine build itself.

I strongly feel that these iron heads will outlast any aluminum head 3 fold with 1/2 the maintenance and will make more power per dollar than any other casting you can buy.

318/375 CID basic engine specs:
3.970 Bore 318 +.060
3.79 stroke Callies Crank
Callies Rods
Diamond 13.4:1 Pistons, tool steel pins and rings
EQ/FBO Stage 3 race heads
2.00/1.60 valves
Schubeck flat tappet solid lifters
Smith Brothers push rods
Racer Brown 1.6/1.5 Magnum roller rocker system
Racer Brown STX 20 Cam 267 at 50, 576/540 lift
Cometic head gaskets
FBO Ignition System
775 Race Demon Carburetor
M-1 Mopar Magnum intake
Aerospace Components Ultra 350 GPH fuel pump
Aerospace Components Remote Water pump system

Chassis:
3108# 66 Barracuda
456 gear Dana 60
29.5 x 11.5 MT Tires
Vanishing point ladder bars
Denny's Drive shaft
FBO Race 727
Dynamic 4700 convertor


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MAGNUM HEADS

We have been doing flow testing on our new Heavy Duty Magnum Heads, P/N 4666, and at this point, all we can say is sweeeet!!! These suckers can get lots of flow very quickly into the lift cycle. They have excellent flow characteristics for small hydraulic and solid flat tappet cams and especially good flow for use with hydraulic roller cams, for which the heads were originally intended.

More good news! We can get these results with a 2.02” valve, a special valve and seat job, and very special porting in critical areas only. What this means is we can supply the flow numbers to feed 450 HP at an extremely attractive price.

The only drawback (and it may be a positive for many) is that the porting is not visibly obvious. In other words, you are gonna need to look close to see anything. You can’t see much, but you sure can “feel” it. The exhaust flow is not modified as we feel that it is more than adequate for the intake flow available. These super prepped heads have small port volumes and are suitable even on stock engines – are they the perfect head for Magnums? Could be! If not, they are very close, at this time!



Lift CFM @ 28” correction
.100” 70.5
.200” 140.7
.300” 202.1
.350” 223.7
.400” 239.0
.450” 258.2
.500” 268.0
.550” 264.4
.600” 250.4
.650” 245.0
Flow figures based on 28” Hg on our flow bench with a ¾” radiused entry plate and corrected, for the Super Prepped heads are as follows:
 
No head test yet but I did get a Dodge 360/408 stroker running with the
360HPST heads;

Information;

-10.8 CR, 236/242 .557/.525 Hughes hyd roller cam, Performer RPM/Holley 870
street Dominator, 1 5/8 x 2 3/4 dyno headers.

- runs on 91 octane pump gas on the dyno

-12.5 manifold vacuum @ 950 RPM

-398 CTQ @ 2000 RPM

-542 CTQ peak @ 4300 RPM

-520 CHP peak @ 5900 RPM

-500 CTQ from 3200 to 5200 RPM

No time to try any tricks, would have made more upper RPM HP with an open
spacer but customer did not have the room to use one.
 
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