What are the best Mopar heads?

[BJR Racing]

The reason that the heads don't flow more over .400 lift is that I built them this way as I only have a .480 hyd. cam, and it's not the peak flow that matters, but where it peaks. I also wanted the most out of the least amount of work. I can get more out of them but the port work would change drastically.You need port velocity in any port and this alone doesn't make more power but allows the cylinder to be filled faster and fuller which creates more power and torque. I look at it this way, the more efficent a cylinder head the more power the engine will produce.
You can have a head that flows more and is less efficent as the port volume is larger and this reduces velocity and would have to be put on a larger engine to become efficent. Just as 360 heads are less efficent on a 318 than the 318 heads are, as the 360 heads are 150-152 cc's and the 318's are 120-124 cc's. The 302 heads above are 134 cc's as flowed.
You also can have too much velocity and loose power in a engine as the air becomes disturbed and will seperate the air and fuel atomization, thus putting unatomized fuel in the cylinder and creating a rich condition..

 

[moper]

BJR, I think that you mean the liquid fuel causes problems with burn quality in the chamber. But I think it doesnt necessarily mean rich or lean, just poor burn. Less heat, more waste, less power. In that example, leaning the mix out would mean less fuel lost from suspension, so the mix might "appear" better in terms of BSFC and O2 on sensors, but you wont make more power from that more homologous intake charge. It just "reads better". Not "performs better". I think that's what you were getting at anyway..Maybe I am off on that tho. I've seen some pics in the internet from a wet flow bench that demonstrates that very well. It uses flourescent dye to highlight the fuel out of suspension entering the chamber. Very cool stuff.

Sorry ramcharger..it just popped into my head when I was reading..It's been a very long week so far...