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

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I don't think 290 cfm being a problem, be nice if that was cast numbers and left room to grow built with porters in mind but that's enough cfm for 90+% of people, be nice if port design was geared more to 408 sizes, what's really needed trick flow performance at speedmaster prices anything else is bonus. But trick flow performance with trick prices is a harder sale.
The latest in chamber design would be nice too.

But a bolt on for the magnum blocks without special rockers would be nice, wouldn't mind a set for my 5.9L.
 
bigfoot said:
I think a W5 type head would be a great spot to start from. A standard intake will fit a w5 if it is redrilled to a factory pattern, so on the intake face on a new casting put the bolt holes in the factory location. The header problem could be solved on the new casting by using a magnum style port outlet. If it had to have chevy style rockers I could live with it if provisions were left in the head to use a block type shaft rocker system like w2/5 heads, or even better, big mopar on small block shafts like the victor.
An affordable small mopar head that starts at about 300 cfm and is easily ported out to 350 would do very well. the current buy in price on a 350 cfm small mopar head is about 4500 bucks.
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a stock style intake most definitely will not fit W5 heads.
the reason bigger flowing heads are unlikely to sell to the small block Mopar crowd is because other than Ritter, nobody makes a block suitable to put such a head on and expect it to live.
biggest problem right now is blocks for any super healthy build, not heads.
 
My la super victor sitting on W5 heads. Minor bolt mis-alignment. Easy fix. Ports line up but unfortunately cant capture that with my phone.

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20230414_122454.jpg


20230414_122448.jpg
 
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.
Click to expand...

Should be interesting....
 
Well that would help with mounting the alternator without issues!
 
abodyjoe said:
opinions were asked for. its actually more legit then many suggestions already posted that go against what was in the original post.
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I can for sure, at the least, take some meat off the ends. I do recall trimming my alternator stud to get it away from the head surface on my 408. But mine has an elec WP and is clocked a little goofy.
 
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Regarding the excess bulk on the ends I can verify that using Speedmaster heads on a 78 Magnum with 360 and A/C using factory brackets and original square back alternator we could not get the alternator back on after the engine re-build with those heads. Instead of monkeying with brackets, cutting/extending and using longer belts etc we ended up fitting the small Denso for a Toyota (was a snap to fit by the way!)

The bulk is an important concern for some applications and certainly for those who don’t want to resort to modifying or butchering just to make something fit that should just fit.
 
12many said:
Regarding the excess bulk on the ends I can verify that using Speedmaster heads on a 78 Magnum with 360 and A/C using factory brackets and original square back alternator we could not get the alternator back on after the engine re-build with those heads. Instead of monkeying with brackets, cutting/extending and using longer belts etc we ended up fitting the small Denso for a Toyota (was a snap to fit by the way!)

The bulk is an important concern for some applications and certainly for those who don’t want to resort to modifying or butchering just to make something fit that should just fit.
Click to expand...
The small denso alternator is awesome and cheap highly recommend it.
 
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.
Click to expand...

I dont own a sbm , but I would want a staggered valve , spead port alum. head that would work on a standard 340/360 block ., thats not priced out of this world ...jmo.
 
I'd like to see a big valve head. Strokers are all the rage now. Big small block needs a big valve.
 
Johnny Mac said:
I can for sure, at the least, take some meat off the ends. I do recall trimming my alternator stud to get it away from the head surface on my 408. But mine has an elec WP and is clocked a little goofy.
Click to expand...
Take that non structural meat out of the ends of the heads and pour it around the intake and exhaust port roofs and short sides :D
 
famous bob said:
I dont own a sbm , but I would want a staggered valve , spead port alum. head that would work on a standard 340/360 block ., thats not priced out of this world ...jmo.
Click to expand...
A Cleveland small block Mopar. That could make some power!
 
Probably wacky idea but the bore centers from SBC to SBM ain't that far off

:realcrazy::rofl:
 
famous bob said:
I dont own a sbm , but I would want a staggered valve , spead port alum. head that would work on a standard 340/360 block ., thats not priced out of this world ...jmo.
Click to expand...
Machining complexity + extra specialty parts = $$$, I covered canting the intakes in post#115. Easier with keyed pedestal style rockers, but He wants studs & ball fullcrums, that means custom guide plates. That's more of both which bumps the price up. He's also not designing "World beater" heads, if You get the OP, these are hot street or street/strip target OOTB.
 
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