This new ultra high performance head had a 2.08 intake valve and 1.88 exhaust valve which was 1/4 inch larger than current standard production heads. According to the 1962 Dodge salesman's "413 V-8 HIGH-PERFORMANCE ENGINE PACKAGE" booklet this removal was for "greater volumetric efficiency under competitive conditions." In a Chrysler internal paper it says this increased efficiency is due to less heat transfer due to the removal of the heat passage. Another change from the standard head was the removal of the intake manifold heat cross over. The new head has a noticeably taller and wider intake ports that provided much greater intake port volume over the current standard production head offering (approximately 25% more volume). This was the first year for the new Maximum Performance big block Chrysler cylinder head. Which heads are for 1962, which ones for 1963? What about 1964? The answer is fairly simple but there are things to look for.ġ962 Cylinder Head - part # 2402358 / casting # 2402286 Like was said earlier if your starting from scratch and buying new, the Stage VI's are at the bottom of the list.From time to time I am asked about Max Wedge cylinder heads. That probably isn't a consideration on a heavier door car but for the few of us Dinosaurs that run (or used to run) front-motored tube cars its something to think about. They are definitely a lot lighter than the Indys or B1-BS heads (don't know what the Ed's weight) and on an 1900# car the weight savings can make the playing field a little more equal. Moe, as usual your assessments are dead on, the only thing I will say in defense of the Stage VI heads is that they can be a pretty decent head, especially in a light car like my altered, if you can pick some up used at a good price I wouldn't turn them down. Hensleys address is:īTW Labbous is living just north of Goodlettsville, TN and I don't think he does any machine work other than his own stuff, think he farms most of it out. Don't know the exact address but they are (or were) on Memorial Drive on the east side of Atlanta.
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They use to be Mopar only but branched out a few years ago, I've had several blocks lifter bore bushed there, they've always done good work, just haven't been in touch with them in a while. Were you using Barnetts in Atlanta, haven't heard of them closing the machine side, although I think they are starting to concentrate more on the mail-order retail side of business. Brewers, B 1's or even TS heads won't take you there. But at their current price, I'd just do a stage V hemi, and work around the smallest X-section port avaliable that can provide 550cfm. If stage VI's were $1100-1200 a set, loaded up, maybe, but not at the same price of the S/R.Īs Billy points out, B1's are best for big motors, or alot of ($$$) RPM. But his choice of heads isn't the weak link. As KM pointed out, you friend has a problem with his combination. The stage VI isn't in the ballpark, as far as potential is concerned. Indy 440-1's or Brodix BS heads have the same +.500" long 11/32" valves, as the S/R, with the off-set rocker. Probably around a 40 cfm edge in potential flow. It sports 5.300, or so, long 11/32 valves. The avaliable min X-section at the push-rod is a little better, due to a tall casting, and external oiling. And at last check they were the same price.
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The entry level Indy(SR) has quite a bit more potential, than any stage VI. They are more limited by stubbornly sticking with the stock valve-length(3/8th stem and all) format. They are limited by the available X-section, due to the stock push-rod off set. I'd just as soon have EB's at alot less initial investment, than stage VI's.