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Even if you ported your old cast iron heads, you wouldn’t make the same power as these do out of the box and ready to run. The cost of porting your iron heads would be the same, if not more than buying new ones. These heads can be ported and polished for even more horsepower gains too. Find many great new & used options and get the best deals for Mopar Dodge Plymouth Big Block Heads Porting Templates P4120437 383 440 400 413 at the best online prices at eBay! Free shipping for many products!

Selecting the best cylinder head for your application takes careful consideration and requires weighing many factors so you have the correct casting that matches your engine package. Heads flow air and manage the combustion of the fuel charge and, therefore, are critical for attaining the proper output level. You need to have your application and performance targets clearly defined so you end up with the correct head.

This Tech Tip is From the Full Book, HOW TO BUILD SUPERCHARGED & TURBOCHARGED SMALL-BLOCK FORDS. For a comprehensive guide on this entire subject you can visit this link:

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In the following sections, I cover most of the original production and the performance heads, but I focus on currently available heads. In the early 2000s, Chrysler/Mopar offered more than 30 different heads for the Mopar small-block engine, and this number does not include any actual current production heads. The aftermarket offers many more performance heads, which I also cover.

The head must work with all other engine components for the engine to be successful. The short block’s displacement, the compression ratio, the intake manifold, throttle body/ carb induction system, camshaft, and valvetrain all play important parts for the team that makes the final output of torque/power. If the short block is not up-to-snuff, the best heads can’t deliver the desired power. No air flows through the ports in the head unless the valves open (and the cam opens the valves), so the cam is a very important part of the airflow team, even though it doesn’t flow air.

Once you define your application and what you expect from the engine, you can select a set of heads to best suit this application. Prepping the heads properly and matching the rest of the engine parts to this head are the key factors to making high torque and power outputs.

Identification

Looking at the casting number is the most reliable method to identify a head. Typically this number is located on the top of the cylinder head but inside the valvecover gasket area, which means that you can’t observe it if the valvecover is installed.

So the first tip is that the A-engine uses a 5-bolt attaching pattern and the Magnum engines use a 10-bolt attaching pattern. The next tip is that A-engines use a 7-digit casting number and Magnum engines use an 8-digit casting number.

Some performance (non- production) and aftermarket heads are aluminum or cast iron and have unique casting numbers or other logos to identify them. Notice that the specifications are very similar among production-based heads, but the best spec is the intake valve head diameter, which is 1.92 for the Magnum and 1.75, 1.88, or 2.02 for various A-engines.

It is very easy to install large valves if the cylinder head is rebuilt, so using the actual valve’s head diameter to determine which version of a head that you have is flawed.

Production Cylinder Heads

Most production LA-engines are more than 40 years old, so the key is having one set of heads in good shape to use in a performance engine.

When building a max- performance small-block of 500 hp or more, one of the latest aftermarket cylinder heads produces much more performance than many of the cast-iron OEM heads. Cast-iron or aluminum Indy heads are an excellent choice. Although production heads can be ported and modified to accept modern valvetrains, you’re going to save time and money by starting with a current aluminum aftermarket model.

340

The 340 head provided exceptional performance and was highly desired and sought after for the A-engine. These heads are referred to as “915” heads because the last three digits of the casting number are 915. But they are also called “X” and “J” heads based on the cast letter on the head in addition to the casting number (versions of the 894 head).

These were good heads in 1968, but there are better castings in the production head lineup. The 308 head is regarded as the best A-engine casting, and it was in production from about 1988 through 1992, but it was not an exclusive casting.

Another aspect of these production heads is that the 1981–1987 318 4-barrel engines used 360 heads as part of the E48 high-performance 4-barrel or police option. After 1971, all high-performance production 340/360 heads had a 1.88 intake valve, which can easily be upgraded to a 2.02-inch intake valve for max-performance applications.

308/576

The 308 head is the best production cylinder head, and it uses a copy of the W2 exhaust port (perhaps the best-flowing exhaust port in any small-block head). It just flows more air. The roof of the intake is raised. With matching valve size, it makes more power.

Introduced in the late 1980s the 308 was one of three 360 castings that were installed on trucks from 1988 to 1992, so it is difficult to find in the typical junkyard. Mopar Performance began selling these 308 heads around 1990 as a service for Mopar Stock and Super Stock racers.

Although A-engine production stopped in 1992, dealers often were lucky to get them when ordering service heads. Then Mopar Performance sold the 308 castings machined as 360 production heads with 1.88-inch intake valves, and eventually a 340 version with 2.02 valves was offered.

Later, the casting number changed to “576” (the last three digits). It had the same ports as the 308 and they flowed the same; only the casting number changed. Both heads had the same open combustion chamber as the other 340/360 heads and the same 1.88/1.60 valve sizes. Mopar Performance created an offset pushrod version to duplicate the 340 T/A heads, but it wasn’t very popular. The 308/576 cast-iron head was quite popular for about 10 years when production stopped.

W Head

The “W” series of small-block heads are high-performance heads. The W2 was introduced in the early 1970s. It was probably the best cast-iron small-block head for 40 years. The W2 has a casting number of 3870810, and the large, oval intake ports easily identify it. The W2 was offered as an economy version with cast pedestals; the race version had offset rocker shaft stands.

The second-generation W2 was introduced in 1989–1990. The third-generation W2 was unveiled in 1998 and is visually different from the first two versions. Two large external ribs were added to each end of the head on the exhaust side and smaller ribs were added on each side of the short head bolts (exhaust side).

A closed-chamber version was added at this time, along with the capability to be used with the new 48-degree tappet blocks. This last version is a machining change and not a unique casting. By the early 2000s, Mopar Performance offered 10 different W2 heads.

Introduced in 1988, the W5 is an aluminum head that weighs about 25 pounds, but it is no longer available. The aluminum W7 was introduced a couple of years later. It had large ports and flowed a lot of air but was the last head designed before CNC-porting became readily available.

The aluminum W8 was introduced in 1998 and was only used in the NASCAR Craftsman Truck series and the NHRA Pro Stock Truck series. It weighs 35 pounds and was designed for CNC-porting. It also uses 15-degree valve angles rather than the standard 18 degrees. The W9 head was introduced in 1999. It weighs about 22 pounds, or 20 if it is ported. It was also designed for CNC-porting but some versions were designed for use without porting; it flowed 290 cfm out of the box.

Magnum

Released in 1992 on the 5.2L engine, Magnum heads use a “bathtub-shape” closed-style chamber rather than an open chamber. The Magnum chamber is smaller in volume than the A-engine chamber (60 versus 70 cc). It also uses a 1.92-inch intake valve and a 1.625-inch exhaust valve, which is larger than the production 360 but smaller than the 1968–1971 340. The stock Magnum’s intake port flows slightly better than the 360 A-engine’s intake port (190 versus 170 cfm), which may be due to the larger valve.

Another unique feature of Magnum heads is that there is no heat crossover in the center of the intake face. Because it is fuel injected, it does not need the heat in the intake manifold for driveability advantages. Magnum heads have 10 valvecover attaching screws and 8 rocker stands, one for each valve.

R/T

The cast-iron high-performance R/T head was designed for the Magnum engine as a direct replacement, and it’s essentially a Magnum engine W2 head. It flows more air than the standard head (229 versus 190 cfm) and has larger intake ports (180- versus 153-cc intake) using the same valve size. It has the “R/T” logo and the “Mopar” logo cast into the exhaust face between the short head bolts.

T/A

The 340 Trans-Am engine was produced with special cast-iron cylinder heads based on the “915” casting (3418915 casting number). The 915 was going to be the 360 production head in 1971 and the 1972–1973 340 head, and was specially machined for the T/A program.

The main differences were the use of the larger intake valve (2.02 inches), and the intake pushrod hole (machined) was moved away from the intake port. The actual as-cast ports were the same as the standard 915 heads. The moved pushrod required offset rocker arms (mechanical or adjustable) on all the intake valves.

Commando

The aluminum Commando head for A-engines was introduced in 2001. It was designed to be a “street” aluminum head, so it was interchangeable with the standard 340 heads. The intake ports were larger than stock cast-iron heads at 177 cc, and flowed better than stock cast-iron heads, at 222 cfm. These heads could be used with the standard stamped rocker arms. There was also a large-port, Super Commando aluminum-head version that required offset intake rockers.

Aluminum Magnum

Designed for “street” use, the aluminum Magnum head was introduced in 2000. It was interchangeable with stock cast-iron Magnum heads. The intake ports were larger than the stock cast-iron heads (at 177 cc) and they flowed more air (at 222 cfm). With any of the 360 and 1972– 1973 340 cast-iron heads, you should always upgrade the 1.88-inch intake valve to the 2.02-inch valve.

Head Spec Comparison

Many specifications relate to a cylinder head, and they can be used to compare one head to another. Many people focus on flow numbers, and most often the peak flow on the intake port, while exhaust is rarely considered.

A flow bench generates a curve of port flow according to valve lift, and the peak flow is at the peak valve lift. Valve lift is often disregarded, but it’s important. When comparing different heads, make sure the valve lift is the same and then look at the flow numbers so the comparison is valid.

For example, let’s assume that you are building a street/strip engine and have selected a .500-inch-lift cam. One head flow 280 cfm at .500-inch lift and another flow 300 cfm at .700-inch valve lift. The key is to look at the flow at .500 lift. The 300 cfm head may be 250 or 260 cfm at .500 lift, and there

fore the 280 cfm head becomes the better choice. Another thing that makes comparisons difficult is valve size. The 280-cfm head might have a 2.020-inch intake valve and the 300-cfm head might have a 2.100-inch.

Bigger ports are not always better and, in fact, ports need to be correctly sized to the engine package. Ports are usually sized by volume (in cubic centimeters). The typical 360 port is 166 cc and the ported W9 aluminum head was in the range of 260 to 270 cc. The W9 tends to be fl owed at high lifts, such as .700 to .800 inch, and the 360 is fl owed at lower lifts such as .500 to .600 inch. With differences such as these, the first measurement needs to be taken at your cam’s max valve lift. In our example, it’s .500 inch. If that is close, determine flow at half lift, which is .250 inch in the example. Usually the flow curve shows the flow at .200 and .300 inch, so pick one and check the flow at that point.

The higher fl ow at the .200/.300-inch point is the better head for your application if they were tied at .500 lift. The valve and the valve job also affect the airflow capability. It’s also important where the valve sits in the chamber (don’t sink the valve) and how the air enters the chamber at low lifts (chamber reliefs). The valve job angle and the shape of the underside of the valve head are also important to the airflow numbers.

Aluminum Heads

Most aluminum heads use larger port volumes than the similar cast-iron heads. During the cast-iron head drought, the aluminum heads were the only choice. Aluminum castings lend themselves to low-volume production, so these may be made in batch runs of 100, 500, and 1,000. This makes them popular with the aftermarket for racing applications, which spills over into many other performance uses.

The aftermarket built the first aluminum cylinder heads for the Mopar A and Magnum small-blocks. Chrysler made the only cast-iron service heads for the A-engine small-blocks and they were kept in stock for 10 years or so. Mopar Performance had provided heads for most engines.

Between 2000 and 2010, all this changed and most Mopar heads were no longer available. In the past couple of years, this has changed again; there are now several versions of aluminum heads.

The three aluminum heads from Edelbrock, Indy Heads, and B1-BA all flow about 260 cfm in stock configuration. That means that economics should decide your selection. These heads are also offered in ported form where the Indy Heads version (339) and the Brodix B1-BA version (340) are equal, so economics can again be used to select between these two heads. The latest data indictes that the newest B1-BA CNC-ported head by Koffel’s Place makes more than 360 cfm, which makes it the best-ported small-block head to date!

Edelbrock Aluminum Heads

Edelbrock offers several aluminum heads for A-engines (five valvecover screws). The 1968–1971 340 “A” head features a larger, open combustion chamber. It provides clearance for the piston because it sits above the deck at TDC. With all other A-engines (including 318s, 1972–1973 340, and all 360s), the pistons sit below the top of the block, so this special feature is not required.

The aluminum A-engine head has chamber volumes of 63 and 65 cc, intake port volume of 171 cc, and valve diameters of 2.02-inch intake and 1.60-inch exhaust. These dimensions are the same as for the 1968– 1971 340.

Edelbrock carries aluminum heads for Magnum engines. These heads have chamber volumes of 58 cc, intake port volume of 176 cc, and valve diameters of 2.02-inch intake and 1.60-inch exhaust. Although these dimensions are the same as the 1968–1971 340, the heads are different from the production Magnum. Edelbrock also offers aluminum heads for use with hydraulic cams and hydraulic roller cams. Similar to the A-engine, heavier valvesprings are used for a hydraulic roller that has higher-load springs. These heads also use 11/32-inch valvestem diameters and manganese-bronze valveguides. They use 14-mm x 3/4-inch–reach spark plugs (recommended Champion RC12YC or equivalent). The valvespring installed height is 1.800 inches.

ARP lists the same head bolts for the Edelbrock Magnum heads as for the production version, which means five extra-long head bolts. Caution: The specs indicate that these heads use 3/8-inch rocker studs, which may mean that you need larger bolts or must change the valve gear. Both Edelbrock aluminum heads (A-Engine and Magnum) flow the same 260-cfm intake at .600-inch lift and 251 cfm at .500-inch lift. Both are very good numbers. Edelbrock aluminum heads flow excellent out-of-the-box, and lead the affordability list at most shops. It is a great bolt-on head. At this time, Edelbrock does not list ported upgrades.

Caution: ARP lists the same head bolts for Edelbrock heads as for the W2, which means two extra-long head bolts (a typical 340 or 360 has five long and no extra-long). Edelbrock also has an aluminum head for race only, which features a 58-cc chamber and a larger 225-cc intake port. The ports are fully CNC-ported and use 16-degree valve angles. Flow numbers were not published.

Aluminum Indy Heads

The Indy Heads 360-1 and 360-2 are two versions of the company’s aluminum Mopar small-block heads. The 360-1 is the rectangular-port version and the 360-2 is the oval-port version (similar to the W2). The 360-1 has a 210-cc intake port, 2.100-inch intake and 1.65-inch exhaust valves, and a 63-cc heart-shape combustion chamber. It also uses .800-inch offset intake rockers.

Many options are offered, such as rocker shafts or Jesel rockers, 10-bolt or 18-bolt head bolt patterns, and several porting options. The stock intake port flows 280 cfm at .700 inch; bowl-port and intake match yields 290 cfm. Super-modified porting yields 309 cfm, and the full porting and polish yields 339 cfm, both at .700-inch lift.

The 360-2 oval-port Indy aluminum head uses a 180-cc intake port and flows 252 cfm at .700-inch lift. The chamber is 63 cc, the intake valve is 2.100 inches, and the exhaust valve is 1.65 inches. In its full CNC-ported configuration, the port size increases to 230 cc and the flow goes up to 322 cfm at .700-inch lift.

B1-BA Aluminum Heads

Koffel’s Place designs and Brodix casts the B1-BA Mopar small-block aluminum head. It features 18-degree valves with 2.08-inch intake and 1.60-inch exhaust valves. The exhaust pattern accepts standard headers. Production A-engine intake manifolds and stock, five-bolt valvecovers can both be used. The stock intake port is about 195 cc and the stock combustion chamber is 65 cc. The standard setup uses shaft-mounted rockers.

Many options are offered, including CNC-porting. Recent CNC-ported intake ports have flowed more than 370 cfm.

Cast-Iron Heads

All the cast-iron heads pretty much disappeared in the early 2000s. Cast iron is difficult to pour in limited quantities, and many cast iron foundries have gone out of business. So until about 2014, cast-iron heads were not easy to find. Indy Heads introduced a cast-iron version of its aluminum head and produced it in an A-engine version (with rocker shafts) and in a Magnum version (8 rocker pedestals). Both are machined from the same casting.

Cast-Iron Indy Heads

Indy Heads offers cast-iron 360 LA-X heads for the A-engine, which feature five valvecover bolts and the dual-exhaust bolt pattern. The cast-iron A-engine head has chamber volumes of 62 cc, intake port volume of 179 cc, and valve diameters of 1.92-inch intake and 1.625-inch exhaust (with 2.02- and 2.055-inch options).

The company also offers heads for use with .525-inch lift (hydraulic cams) and .600-inch lift (mechanical cams). The .525-lift version is for hydraulic cams but can be used with low-lift mechanical cams if desired; there just aren’t many mechanical cams that lift only .525 inch. The .600-inch-lift version, a mechanical cam, is most often used because very few hydraulic cams have lifts in the .525- to .600-inch range. The valvespring is the change and valve lift is the key. These heads also use 5/16-inch valvestem diameters and stainless valves.

Caution: These heads use five extra-long head bolts similar to the Magnum, plus they may not use standard 340/360 spark plugs. Indy Heads also makes a cast-iron head for Magnum engines called the 360 MA-X. Its specifications are similar to the above A-engine head with valve size and spring options. The Indy Heads cast-iron head is the best available today. Both A-engine and Magnum versions are available. Both of these iron heads feature a 62-cc chamber.

Bare Heads

Several aftermarket manufacturers offer bare (rough) heads. Chrysler referred to these as partially machined heads; Edelbrock called them raw or semi-finished. Essentially, the head has been machined with the exception of the valveseats, combustion chamber, and ports, which are as-cast. In most cases, the valveguide hole is machined, but guides may or may not be installed. These heads provide engine builders the latitude to machine the heads to specific requirements, and therefore can be CNC-ported. Most manufacturers offer this option, but only Edelbrock puts details in its catalog and on its website.

Cylinder Head Selection and Prep

When selecting the head for your build, focus on three features: material (cast iron or aluminum), valve size (intake and exhaust), and peak intake flow. Although there’s more to a cylinder head than these specifications, they are very important. With so many head models, designs, port sizes, and combustion chamber shapes available, you need to select the head for your build very carefully. There should be no reason to hunt through junkyards and hope you find the specific head for your performance use.

Several considerations must be addressed first, such as aluminum versus cast iron and repair versus new versus used. Cast-iron (Indy) and aluminum heads (Edelbrock, B1-BA, Indy) are available today that do a good job for the Mopar/Chrysler small-block. Originally, cast-iron heads were less expensive but today cost close to the same as aluminum heads. Aluminum heads offered more flow, but that may not be the case today, short of the W9 head and CNC-ported heads in general.

Overall, I do not recommend going the used route, but there are exceptions. So the choice comes down to buying new or doing repairs. The Indy Heads, Edelbrock, and B1-BA/Brodix are excellent choices for max-performance street use. The best small-block head is the W9, either as-cast or ported. Availability is the factor. The W8 head was a good head but is no longer available. To recommend it, the head must be cost-effective and readily available, so the Edelbrock aluminum head is my first choice.

Cost is the deciding factor between the Indy head and the B1-BA. Brodix provides more technical information on the B1-BA in its catalog and the company offers both the standard 18-degree valve angles and the 15-degree angle that were common in the W8 and W9 heads.

All three manufacturers offer CNC-ported versions and there seems to be more information on the Brodix and Indy Heads versions. Based on fl ow numbers, the CNC-ported Indy head makes 339 cfm with a 2.100-inch intake valve, and the CNC-ported Brodix B1-BA makes 347 cfm with a 2.14-inch intake valve. Brodix shows the stock or as-cast B1-BA fl owing 269 cfm, which is also very good. CNC-porting makes more horsepower but a full porting job is probably not needed for the street/ strip application.

Remember that other specifications must be kept in mind too. They include: compatibility, port volume, bolt patterns, and combustion chamber type.

Compatibility All parts of an engine must function as a complementary system. One cylinder head is not best for all applications. So you need to carefully select the proper specifications for your goals and build. The valves must work with the port, as finished, and the port-valve combination must work with the cam selected. You do not want to use a .700-inch lift port with a .500-inch lift cam, or a .500-inch lift port with a .700-inch lift cam, which are common pitfalls to avoid.

However, the exhaust and intake manifolds, throttle body/carburetor, and cubic inches all play into the same equation. For example, in NHRA Stock and Super Stock classes, which allow only limited modifications, the 340 and 360 engines (using the same head and induction system) do not work well with the same cam, converter, gear, etc. Simply put, the 340 sets up like a short-stroke engine and the 360 sets up like a long-stroke engine.

For an interesting comparison of how heads and cams, valve lift, and compression ratio work together to change the engine’s operating band (engine RPM), torque, and horsepower outputs based on horsepower per cubic inch, you can review Edelbrock’s five basic packages. They include upgrades from 250 to 325, to 400, to 470, to 610, and to 720 hp based on Edelbrock heads and hardware. Information is available on the company’s website under “Power Packages.”

Port Volume

Many aspects of a cylinder head affect actual port volume. Although valve size stays the same, a slight tweak (grind) on the valveseat sinks the valve slightly and changes the port volume. Changing the valve from a tulip valve to a nailhead valve changes the port volume.

Milling the intake manifold face to make the intake manifold fit after milling the deck surface changes the port volume as well. Any porting that is performed also changes the port volume. That is why port volume is not used as a control specification but as a general guideline.

Intake and Exhaust Bolt Patterns

The Mopar A-engine intake bolt pattern is perpendicular to the manifold face; the Magnum pattern of the attaching bolts is vertical. The 1964–1965 273 heads also used vertical intake attaching screws. Also, the W-series heads, such as the W2, used a wider-spaced attaching bolt pattern for the bolts on either side of the actual intake ports.

The end bolts stay in the same location because the bigger intake ports are best for the higher-flowing ports in performance applications. End bolts stay in the same location (only the ones next to the ports move away from the ports) to gain wrench clearance for the ones on the inside of the turn. The intake manifold must match the cylinder head ports, so the larger runners crowd the inside-turn manifold bolts (the two closest to the center of the engine) to the extent that you cannot put a wrench on the bolt head. Widening the spacing solves this problem very easily.

The A-engine and the Magnum use the same exhaust bolt pattern. The original W2 cast-iron head spreads the exhaust bolt attaching pattern away from the ports. In the second generation of W2 heads, either the standard pattern or the wider W2 pattern was machined into the head. You should plug the holes in the dual-exhaust pattern that are not used to attach the exhaust manifold/header; use small Allen screws and seal the threads. Indy uses this dual-pattern approach. The the Magnum exhaust side uses spark plug shields inserted into the head.

Combustion Chamber Type

Many aftermarket performance heads use a machined chamber, so it is easy to revise. The typical A-engine head uses an open chamber; the Magnum engine uses a closed (bathub) chamber.

The third-generation W2 offered a closed-chamber head as an option with volumes in the 47- to 55-cc range (standard open-chamber volume was 70 cc).

Many aftermarket heads use a heart-shaped chamber. Most chambers are really a modified heart shape, which is pretty close to the bathtub shape. Relieving the chamber around the valves for increasing the port’s airflow enlarges the chamber slightly and tends to make the heart into more of a bathtub shape.

High-Performance Valve Job

The two parts of a valve job are half to the valve and half to the cylinder head. Aluminum heads use a valveseat insert into the head; cast-iron heads typically grind the valveseat directly into the casting, but seat inserts can be used for repair purposes. One of the secrets to a valve job with any valve insert is to create a smooth transition from the port to the valve job and into the chamber. This is one of the advantages of CNC-porting, if the CNC machine does the port and the valveseat.

Valve Centers

Almost all A-engine and Magnum heads use the same 1.87-inch size for valve centers. The W9 uses 1.936-inch valve centers for large valves. Aftermarket heads can be modified to add a 1.936-inch valve, but most are built with a 1.87-inch valve.

Air Pump Holes

Most newer A-engine production heads have emission air pump holes in the exhaust flange just below the exhaust port on each cylinder. If the heads are going to be used for racing or other performance purposes, plug the threaded hole with an Allen screw. If the air pump holes are left open, they leak exhaust gas when headers are installed.

These holes are not machined on the 360 high-performance (E58 option) or the 340 cast-iron heads.

Rocker Stands

Rocker stands fit between the rocker shaft and the cylinder head; basically, they replace the cast-iron rocker pedestal. To use rocker stands the machine shop machines off the pedestals. The most common use of rocker stands was for race W2 heads. The rocker stands allowed the rocker shaft to be raised, which allowed a longer valve and taller valvesprings, and offset away from the valves, which allowed the rocker arms to be stronger (no increased relief on the underside). The econo-W2 head used as-cast pedestals.

Special Head Considerations

Many cylinder head and overlap features are important to the engine’s operation and performance. Compression ratio and airflow are key players in the performance equation and are affected by the cylinder head.

Compression Ratio Measurement

The first step in measuring your engine’s compression ratio is to cc the combustion chamber in the cylinder head. Initially, you only need to measure one chamber. I recommend one of the two center chambers. To cc the combustion chamber in the head, you need the following: a 100-cc burette; a flat, clear, 1/4-inch thick Plexiglas plate; a cc-ing fluid, such as parts cleaning solvent or rubbing alcohol with food coloring added; and a light grease such as petroleum jelly.

Compression Ratio Calculation

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The formula for calculating the engine’s compression ratio is detailed in Chapter 3. Basically, it is the VBDC divided by the VTDC. The biggest part of the VTDC is the chamber volume, which must be cc’d. You want to know your basic compression ratio as soon as possible so you can order pistons, mill decks, mill piston tops or to have the compression ratio where you want it for your application and fuel use. If you are shooting for a compression of 9:1 and you find that it is 10:1, you must lower the ratio by one point. If you are building the engine, a new set of pistons is the best solution. If it is already built, try a thick-head gasket or shim. If the ratio is 8.5:1, you could probably mill the block and heads to gain the 1/2-point of ratio. However, if it is 8:1, new pistons are best because it would require too much milling, which causes other problems.

Displacement Calculation The first part of the compression ratio equation, or VBDC, is basically the displacement of one cylinder plus the VTDC. This makes it important to calculate your exact cylinder displacement. For example, if your engine has a 3.94-inch bore and a 4.00-inch stroke, the displacement is 390.15 ci (8 x .7854 x 3.94 x 3.94 x 4.00).

For use in your compression ratio calculation, you only want one cylinder’s displacement (sometimes called swept volume), so you divide the displacement by the number of cylinders. In this case, it’s 48.77 ci (390.15 ÷ 8).

To use the number in the compression ratio formula, you need to convert this volume to cubic centimeters, which is 799.17 (48.77 x 16.387).

Mopar Head Porting Shops

Shrouding The combustion chamber allows the valves to open into an area on one side, next to a valve. For about 90 degrees, where the valve is next to the chamber wall, the valve is shrouded as it lifts off the valveseat. On production cast-iron heads, a valveseat cutter generally relieves this area for each valve. Enlarging this basic relief helps airflow. How

ever, you must not get carried away because the seal ring on the head gasket must seal to the head surface in this area so any increased relief must stay inside of the gasket’s seal ring. This is commonly performed on aluminum heads, especially the ones that are CNC’d.

Valves

A-engine and Magnum engine valves open on-center. Simply put, this orientation means that the head diameter runs across the widest part of the bore. As a result, big-valve 340 heads can be used on small-bore 318 blocks. It also means that if the valves are the same size, such as 2.02 or 1.60 inches, the valves are less shrouded as they approach max lift.

Magnum engines and A-engines do not use the same valves. Because the diameters are slightly different, the Magnum uses a slightly shorter valve by about .060 inch. It also uses a thinner valvestem. They are not interchangeable.

Length

The Magnum intake valve has a length of 4.91 inches and the exhaust length is 4.92 inches. A-engine intake valves are 4.98 inches long and the exhaust valve lengths are 4.97 inches.

Race versions of the W2 and W5 A-engine heads use .300-inch-longer valves, 5.28-inch intake and 5.29-inch exhaust. This increases the valvespring installed height from 1.70 to 2.00 inches. More installed height allows the use of bigger springs, which allows more valve lift, which works with the big ports that flow more air at high lifts. Some aftermarket heads use longer valves with the increased installed height/max valve lift.

Stem Diameter

A-engines, both the 273/318 group and the 340/360 group, use 3/8-inch valvestems. All Magnums use 8-mm valvestems, which is very close to 5/16 inch. In the aftermarket, 11/32-inch valvestems are popular. Some aftermarket heads use 11/32 x 5/16 stems.

Head Diameter

The 340 valves’ head diameters are the most popular at 2.02 and 1.60 inches for the A-engine. The 1.88-inch intake (360) is also popular. Oversize valves, such as 1.65-inch exhaust and 2.08-inch intake, are also common. If a 2.15-inch intake valve is to be used, wide valve centers must be used. The Magnum uses a 1.92-inch intake valve and a 1.625-inch exhaust valve, with oversize intakes of 1.97 and 2.02 inches also available.

Material

Both intake and exhaust valves are made from steel. In general, the intake and exhaust are not made from the same steel alloy. The exhaust valve sees more heat so it uses a special alloy. Most aftermarket performance valves are made of stainless steel. Stainless steel is also harder and stronger than standard valve material and this hardness helps the engine if unleaded gas is used. Stainless offers an option to hardened valveseats.

For max-performance applications, the aftermarket offers titanium valves, which are considered race-only parts. They are lighter than stainless valves and are also strong, but they are quite expensive. As valve heads become larger and valves become longer, they are heavier. Titanium is one way of making the valve lighter without giving up diameter or length.

Valve Seals High-performance valve seals are made of high-temperature Viton. The standard A-engine valve seal has an umbrella seal that slips over the valvestem; the Magnum valve has cup-style seals that fit over the valveguide and must have the guide sized to accept it. Seals must be inserted inside the valvespring. The umbrella seals fit inside of the single spring; the dual spring does not. High-lift cams use dual springs.

One option is to use a PC seal in place of the umbrella seal. The PC seal fits over the guide and requires the top of the guide to be machined to accept it. Also, this seal requires .100-inch clearance, so you lose the thickness of the seal off the valve lift. If you plan on running on the street, you want to use a production seal (umbrella or Magnum-style), which means using a single spring with dampener (optional). There are good single springs that allow .500-inch valve lift, up to .535-inch valve lift.

Mopar Head Porting Templates Printable

Head Gaskets

Today most of A-engine and Magnum head gaskets are about .040-inch thick. Most use MLS construction.

Four- and Six-Bolts

The production small-block gasket uses four bolts around each chamber (10 bolts per head). For very high compression ratios and racing applications, Mopar/Chrysler introduced blocks and heads that featured six bolts around each chamber (18 bolts per head). Cometic, Fel-Pro, and others offer special six-bolt head gaskets for this application. The W8 and W9 heads were designed for the six-bolt pattern.

The six-bolt pattern is designed so that if you have a six-bolt head or block but do not want to use this feature, you can use a standard four-bolt gasket. For example, if you have an R3 bolt with the six bolts machined, but you have an Indy four-bolt head, you can use the four-bolt gasket and leave the extra bolt holes empty.

Street Supercharger

Several aftermarket companies offer street supercharger kits for Magnum engines, and most kits are set up for the Dakota, Ram trucks, or Jeeps because the engine compartments are large. Magnum engines in these vehicles were built with a compression ratio over 9:1, but a supercharged engine on pump gas (92 octane) should have an 8:1 compression ratio. If the ratio isn’t changed, the engine detonates and breaks parts, blows head gaskets, scuffs pistons, etc.

Changing the pistons to reduce the ratio one full point is expensive and time-consuming. Cometic offers an MLS gasket that is .120-inch thick, which drops the engine’s compression ratio about one full point and solves the problem.

Copper Head Gasket

Mopar Head Porting Templates For Sale

Copper head gaskets are suitable for supercharged race engines because they support high compression. Typically they are used with O-rings. They come in thicknesses of .042, .051, .062, and .081 inch. Manufacturers also offer special bore sizes. If the copper gasket is not damaged, it can be re-used.

Written by Larry Shepard and Posted with Permission of CarTechBooks

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Mopar Magazines: Index ofUseful Tech Articles
Brought to you by the `61-`71Dodge Truck Website
http://www.sweptline.com
Last Revised: 12/22/98

EngineStuff
Heads
Big Block Heads Comparison - Mopar Muscle, Jan. 1999 - pgs 22-27
Big Block to Hemi Conversion (Stage V) - Hemi Muscle 1998 Special(from HPM) - pgs 42-46
340 X-heads (compared to 360 heads) - High Perf. Mopar, Jan. `99- pgs 60-62
Converting Pre-`92 Small Blocks to Magnum Cylinder Heads - MoparMuscle, Oct `98 - pgs 26-35
Head Porting Tips - Mopar Muscle, Oct/Nov `96 - pgs 18-21
Stage V Hemi Dart (Part I) - Mopar Action, Oct. `97 - pgs 42-45,68-73
Stage V Hemi Dart (Part II) - Mopar Action, Dec. `97 - pgs 40-41,66-73
Going with the Flow (head porting & tips) - Mopar Muscle,Feb. `99 - pgs 76-83
Building a better top end (Big Block heads) - High Perf. MoparJan. `96 - pgs 31-34
Power Porting (Extrude Honing) - High Perf. Mopar, Mar `97 - pgs44-46
How to repair combustion chamber cracks (heads) - High Perf.Mopar, May `97 - pgs 20-22
Three angle valve job - High Perf. Mopar, May `97 - pg 10
High Perf. Heads for the Big Block (B1, Stage V)- ChryslerEngines Volume I (`95) - pgs 48-56
Brodix B1 Alum. Small Block Heads - Chrysler Engines Volume I(`95) - pgs 61-63, 80
Stage V Hemi Head on Big Block Conversion - Chrysler EnginesVolume I (`95) - pgs 68-75
Extrude Honing - Power Wagons & Sport Utes (Winter `97-`98) -pgs 27-29
Super Low Buck Head Porting - High Perf. Mopar, July `98 - pgs57-65
Home Head Porting with Mopar Perf. Templates - Mopar Tech #4 `96- pgs 22-23, 71-72
Higher HP with rocker arm shims - Mopar Tech #4 `96 - pgs 54-56
Valve Cover and Valve Seal Redo - Chrysler Power, May. `96 - pgs36-39
Stage VI Heads for Big Blocks (specifics) - Mopar Muscle, Aug.`97 - pgs 24-33
Extrude Honing SB Heads and Intake - Mopar Muscle, Aug. `97 - pgs72-76
Magnum Heads on a Pre `92 Mopar Small Block - Mopar Muscle,Apr/May `96 - pgs 26-32
Fuel Systems/Induction
EFI on a Small Block - Mopar Action February 1999 - Pg 54-56,66-69
Supercharged 360 - Mopar Muscle, December `98 - pgs 68-71
Carter AFB Carb (Modern Weber Built) - Mopar Action, Apr `98 -pgs 22-25, 56-59
Ported AVS Carbs - High Performance Mopar, Oct. `98 - pgs 26-30
Ram Air Cold Air Induction Install - Mopar Action, Dec. `97 - pgs22-24
Servicing The Thermoquad - Mopar Muscle, Aug/Sept `95 - pgs 16-21
Factory Hood Scoops (and custom fresh air induction)- MoparAction, Feb. `96 - pgs 22-25, 60-67
Low Buck Carb Swaps - Mopar Action, Feb. `96 - pgs 56-59, 71-74
Small Block Supercharging (Magnum 5.9L, Kenne Bell) - MoparMuscle, June `98 - pgs 58-61
K&N Air filter test (on six pack cars) - High Perf. Mopar,Mar `97 - pgs 55-57, 67
How to remove fuel line restrictions - Mopar Tech #7 - pgs 53-54
Rare Race manifolds (big block) - Mopar Tech #7 - pgs 55-60
Upgrading Fuel systems (street/strip) - High Perf. Mopar, Oct.`96 - pgs 20-23, 66-67
Altitude and Octane - High Perf. Mopar, May `98 - pgs 12
Proper Carb Selection for your... - Chrysler Engines Volume I(`95) - pgs 36-37
Low Buck Guide to tweaking the thermoquad - Mopar Tech #3 `95 -pgs 36-39, 70-73
Intake Manifold Comparison (Weiand) - Chrysler Engines Volume I(`95) - pgs 31-35
Big Block Nitrous - Mopar Action, Dec. `96 - pgs 30-32
Out of the box Holley Race Carbs - Mopar Action, Jun. `95 - pgs30-31, 76-77
Manifold Installation Tech (Small Block) - Chrysler Power, Nov.`96 - pgs 14-18
Big Block Fuel System Upgrades - Chrysler Power, Nov. `96 - pgs46-48
Intake Manifold Performance Mods (EFI & Carb)- Mopar Muscle,July `97 - pgs 24-31
Edelbrock 750 carb tech - Chrysler Power, Jan. `96 - pgs 46-49
Paxton Supercharger on Modern Cast Iron V10 - Mopar Muscle, Apr.`98 - pgs 58-62
Cams
Camshaft Theory and How to degree - Mopar Muscle, Apr. `98 - pgs24-29
How to degree a cam (without the wheel)- High Perf. Mopar, May`97 - pgs 48-50
Roller Cam Basics - High Perf. Mopar, Jan `98 - pgs 27-31, 78
Cam Speak (camshafts, low-high HP, etc.) - Chrysler EnginesVolume I (`95) - pgs 23-27
Cam Tech (recommendations, degreeing, etc.) - Chrysler EnginesVolume I (`95) - pgs 28-30
Testing the 440 Roller Cam Setup - High Perf. Mopar, Mar `98 -pgs 55-57, 78
Ignition
Retiming/Recurving Mopar Distributors - Mopar Muscle, Apr. `98 -pgs 64-69
Basic Guide To Upgrading MP Ign. Systems - Mopar Tech #5 - pgs22-24, 72-80
Backyard Distributor Recurving (also setting Ign. Timing) - MoparTech #6 - pgs 29-32, 66-67
Retrofitting Electronic Ign. - Mopar Muscle, Feb. `99 - pgs 72-75
Distributor Curve Tweaking - High Perf. Mopar, Mar `96 - pgs32-34
Electronic Ign, Alternator Swap - High Perf. Mopar, Oct. `95 -pgs 26-27
High Power Ignition tips - Chrysler Engines Volume I (`95) - pgs64-66
Trash that lean Burn for standard Electronic Ign. - Mopar Tech #3`95 - pgs 60-63, 66-68
General Engine Information
12 Engine Saving Tips (from premature failure)- Mopar Muscle, Jan1999 - pgs 34-38
Pro-Truck Small Blocks (drag race Dakotas) - Mopar Action, Aug`98 - pgs 30-32, 66-67
400+ HP 400ci Big Block (by Dick Landy) - Mopar Muscle, Apr. `98- pgs 30-37
Baddest Small Block Ever (1300HP, 300ci) - Mopar Action, Apr `98- pgs 27, 62-65
13 Small Block Performance/Assembly Tips - High Perf. Mopar, Mar`98 - pgs 25-28
Small Block Shootout (11 cars at the strip) - High Perf. Mopar,Mar `98 - pgs 29-41
Five Experts Build potent 12 sec. Small Blocks - High Perf.Mopar, Mar `98 - pgs 50-54, 76-77
My First Engine Build - Mopar Muscle, Sept. `97 - pgs 92-97
Dyno Proven Super Tuning Tips (Basics)- Mopar Muscle Mar. `98 -pgs 18-23
Dyno Proven Super Tuning Tips (Improvements)- Mopar Muscle Mar.`98 - pgs 24-27
Magnum Performance Tips (Modern Dakota) - Mopar Muscle Dec. `97 -pgs 52-57
Piston Selection Tips - Mopar Muscle Dec. `97 - pgs 62-69
Hemi Crate Motor (Ray Barton) - Mopar Muscle, Aug/Sept `95 - pgs22-23
Donovan 2000 HP Hemi - Mopar Action, Feb. `95 - pgs 30-32, 62-65
1700+HP Hemi (Ray Barton) - Mopar Action, Feb. `96 - pg 38
Ultimate Street Small Block Buildup (Part I) - Mopar Action, Feb.`98 - pgs 22-25, 58-67
Truck Engine Swap Tips (P/N's) - Mopar Action, Feb. `98 - pgs30-32, 76-77
Connecting Rods - Mopar Action, Feb. `98 - pgs 43, 70-71
11 Sec. Small Block - Mopar Tech #5 - pgs 12-13, 81-82
360 Torquer Buildup (shows D-300) - Mopar Tech #5 - pgs 14-17,60-62
Ray Barton Crate Hemi (700HP) - Mopar Tech #6 - pgs 12-15, 70
Repairing Cast Iron (Blocks, Heads) - Mopar Tech #6 - pgs 16-17,68-69
First Time (after rebuild) engine starting tips - Mopar Tech #6 -pgs38-39, 72-73
Max 440 power, minimum budget - Mopar Tech #6 - pgs 46-48, 78-79
Hemi Engine Detailing - Mopar Tech #6 - pgs 49-59
Hemi 101 I.D. (also Hemi heads vs Wedge heads) - Hemi Muscle (HPMissue 75) - pgs 28-33
Parts Bin Hemi - Hemi Muscle (HPM issue 75) - pgs 76-82
Hot Engine Combos (big blocks, etc) - Mopar Muscle, June `98 -pgs 20-24
Magnum V6 Buildup - Mopar Muscle, June `98 - pgs 54-57
2.2L Engine Basics - High Perf. Mopar, Mar `96 - pgs 24-27,62-63, 66-67
Finding a good donor engine - High Perf. Mopar, Mar `96 - pgs44-46, 65
Building a 500HP street 440 - High Perf. Mopar, Nov. `95 - pgs20-23, 63
Supertuning a 440 Street car for the strip - High Perf. Mopar,Mar `97 - pgs 20-21, 73
Big Block Oiling Systems (basics plus)- High Perf. Mopar, Mar `97- pgs 32-34
Stroked for the Nines Part I (stroking, boring etc.) - High Perf.Mopar, Oct. `96 - pgs 32-35
Stroked for the nines Part IV (dyno/strip tuning) - High Perf.Mopar, Mar `97 - pgs 52-54
Everything about Mopar Race engines - Mopar Tech #7 - pgs 12-15,74-76
440 crank to 400 stroker crank (low buck) - Mopar Tech #7 - pgs16-17, 70-71
Nitrous Tuning - Mopar Tech #7 - pgs 49-52, 68-69
Swapping Small Block Engine Components (LA engines) - High Perf.Mopar, Oct. `96 - pgs 55-59
Stroker basics - High Perf. Mopar, Oct. `95 - pgs 10-11
Dyno Testing Omni GLH Bolt-ons - High Perf. Mopar, May `98 - pgs53-59
Short Block Science - Chrysler Engines Volume I (`95) - pgs 8-12
Stroking 101 - Chrysler Engines Volume I (`95) - pgs 13-17
Engine Design Mathmatics - Chrysler Engines Volume I (`95) - pgs18-19
Reciprocating Weight (bottom end tech) - Chrysler Engines VolumeI (`95) - pgs 38-39
Mopar Performance Crate Motors - Chrysler Engines Volume I (`95)- pgs 58-60
4-Bolt mains for small/big blocks - Chrysler Engines Volume I(`95) - pgs 76-77
Fixing Rear Main Seal Leaks - Chrysler Engines Volume I (`95) -pgs 78-79
Carburetor and Engine Tuning - Mopar Action, Apr. `97 - pgs28-31, 60-65
572-615ci Big Blocks (1000HP on pump gas) - Mopar Action, Apr.`97 - pgs 54-59, 65
Big Block Buildup Tips - Chrysler Power, Jan. `98 - pgs 50-53
More HP for the Jeep Inline Six - Power Wagons & Sport Utes(Winter `97-`98) - pgs 44-45
Underdrive Pulleys for the 5.2L Magnum - Power Wagons & SportUtes (Summer `97) - pgs 28-30
LA Engines Revealed - Mopar Muscle, July `98 - pgs 22-25
Buyer's Guide to faster Small Blocks - Mopar Muscle, July `98 -pgs 26-29
318-340-360 Power Combos - Mopar Muscle, July `98 - pgs 30-32
Early Smog Motor HP tips (thermoquad, big blocks) - Mopar Muscle,July `98 - pgs. 66-71
Resto Correct Engine Building/detailing - Mopar Muscle, July `98- pgs 76-79
Building a Hemi From Scratch with MP parts - Hemi Muscle `96 -pgs 68-71
12 ways to a quicker Mopar - Mopar Tech #3 `95 - pgs 29-31, 74-77
Upgrading your Connecting Rods for less - Mopar Tech #4 `96 - pgs- 30-33, 79
Building a 496ci Stroker B engine on a budget - Mopar Tech #4 `96- pgs 58-60
340 Valiant Buildup (One Lap of America car) - Mopar Action, Dec.`96 - pgs 22-24, 62-67
Super Stock 850HP Ray Barton Hemi - Mopar Action, Jun. `95 - pgs20-24, 32-33, 77-78
In the car Nickel Engine Rebuild - Mopar Action, Oct. `95 - pgs22-25, 75-78
Inside the Mopar R-Block - Mopar Action, Aug `93 - pgs 52-53,75-78
Hypereutectic Pistons Info - Chrysler Power, May. `97 - pgs 43-45
Synthetic Oil; Is it worth it? - Chrysler Power, July `97 - pgs29-31
Synthetic Lubes, Overview - Mopar Muscle, Feb/Mar `96 - pgs 16-21
340 Engine Dress-Up (resto original) - Mopar Muscle, July `97 -pgs 17-22
Engine Painting Tips - Mopar Muscle, June `97 - pgs 66-71
Edelbrock Performer RPM 440 makes 451HP on 9.5:1... - MoparMuscle, Oct/Nov `95 - pgs 32-34

Mopar Small Block Head Porting Templates

Exhaust Systems Tech
Header Reference Guide (except trucks) - High Perf. Mopar, Jan.`99 - pgs 56-59
Low Emissions, High Flow Exhaust - Chrysler Power, Nov. `96 - pgs49-51
Exhaust and Cooling Systems - Mopar Action, Apr. `97 - pgs 22-24,66-72
Header Tech (big block example) - Chrysler Power, Jan. `98 - pgs46-49
CPPA Header/Exhaust on a Small Block (2.5-3' tubes)- MoparMuscle, July `98 - pgs 72-74
Cooling Tech
Cooling Aids - Mopar Muscle, May `97 - pgs 22-27
How to repair a plastic radiator shroud - High Perf. Mopar, May`97 - pgs 24-26
Too Cool - Chrysler Power, Jan. `98 - pgs 32-37
Cooling System Tech - Chrysler Power, May. `96 - pgs 32-34
Exhaust and Cooling Systems - Mopar Action, Apr. `97 - pgs 22-24,66-72

Early Hemi Stuff
Alternative Hemis (Information, identification, tips) Hemi Muscle1998 Special (from HPM) - pgs 65-69
Saving the Whale - Mopar Muscle, Feb. `99 - pgs 56-61
Interior Tech
Re-doing Instrument Clusters - Mopar Muscle, Jan 1999 - pgs 80-83
Troubleshooting Turn Signal Switches - Mopar Muscle, Apr. `98 -pgs 70-74
Adding Custom Gages (`72-up) - Mopar Muscle, Sept. `97 - pgs82-87
Restoring Original Vinyl Parts - Mopar Muscle, Oct/Nov `96 - pgs54-55
Mopar Tachometers (tech) - Mopar Tech #4 `96 - pgs pgs 40-41
Restoring Instrument Gauge Faces - Mopar Muscle, Feb/Mar `96 -pgs 52-58
Cool Dodge Trucks
426 Hemi in a `47 Pickup - Mopar Action, Aug `98 - pgs 60,68
Dakota R/T Road Test - Power Wagons & Sport Utes, Summer `98- pgs 16-21
`55 Dodge - Mopar Muscle, May `97 - pgs 52-53
Dodge Deora Concept - Mopar Muscle, May `97 - pgs 64-65
Stylin' A-100 - Mopar Muscle, Sept. `97 - pgs 78-79
Hemi A-100 - Mopar Action, Oct. `97 - pgs 54-57
Hemi A-100 - Power Wagons & Sport Utes (Spring `98) - pgs32-33
D-Liverer - Mopar Action, Feb. `95 - pgs 36-37, 79-80
Primordial Power Wagon (`47 WM-300) - Mopar Action, Feb. `98 -pgs 52-53, 88
`76 D-100 w/440 (Colfax, WA) - Mopar Muscle, June `98 - pgs 49-51
Bill Cain's `67 A-100 W/440 - High Perf. Mopar, Mar `97 - pgs 18,66
T-Rex 6x6 - Mopar Action, Apr. `97 - pgs18-19, 79
Mellow Yellow `65 A-100 - Power Wagons & Sport Utes (Winter`97-`98) - pg 23
Civilian PW (WM-300) - Power Wagons & Sport Utes (Winter`97-`98) - pgs 48-50
`47 WM-300 - Mopar Muscle, April `97 - pgs 56-57
`59 Sweptside - Power Wagons & Sport Utes (Summer `97) - pgs16-18
Bill Maverick Golden/Little Red Wagon - Power Wagons & SportUtes (Summer `97) - pgs 19-24
232 Mile original Lil' Red Express - Power Wagons & SportUtes (Summer `97) - pgs 32-37
Great Dodge Deora Pic - Power Wagons & Sport Utes (Summer`97) - pg 51
`70 D-100 Shorty with a 440 - Mopar Muscle, July `97 - pgs 56-57
Desk Top Drag Strip (PC Program) test - Mopar Muscle, June `97 -pgs 22-26
Turbo Diesel Trucks Gathering - Mopar Muscle, April `97 - pg 59
Hemi in a Duster - Mopar Muscle, Mar. `97 - pgs 28-33
`68 Slant Six Original A-100 P/U (green) - Mopar Muscle, Jun/July`96 - pgs 42-43
Chassis Tech
Rear Discs (from a `74-75 Imperial) - Mopar Action, Apr `98 - pgs8-9, 88-89
Rear Discs (from a `74-75 Imperial) - Mopar Action, Feb. `95 -pgs 8-9
Dual Reservoir Master Cyl. Upgrade - Mopar Muscle, Oct `98 - pgs38-41
Modern Aluminum Master Cyl. Install - Mopar Action, Oct. `96 -pgs 22-25
Rebuilding Dodge Truck IFS (`72-up, PolyGraphite) - Mopar Muscle,Oct `98 - pgs 76-79
8 3/4 Center Section Swap - Mopar Muscle, Oct/Nov `96 - pgs 32-37
8 1/4 Beefing Tips - Mopar Muscle Mar. `98 - pgs 56-59
Front Sway Bars (servicing) - Mopar Muscle Mar. `98 - pgs 62-65
Guide To Torsion Bars/Better Handling - Mopar Tech #5 - pgs 28-31
Quadrashocks (for drag racing rears; eliminate wheelhop) - MoparTech #5 - pgs 32, 69
Swapping Wheels, mods etc. - Mopar Tech #5 - pgs 38-40, 58-59
Front Wheel Drive Disc Brake Upgrades - Mopar Tech #5 - pgs44-47,68
Disc Brake Upgrades for Muscle Mopars - Mopar Tech #6 - pgs22-24, 80-82
Easy K-member Swapping - Mopar Tech #6 - pgs 64-65
Easy Sure-Grip Install, plus general info - Mopar Tech #6 - pgs60-63
Ralle Wheel Resto - Mopar Muscle, Feb. `99 - pgs 52-54
Clutch Upgrade (Cars) - Mopar Muscle, June `98 - pgs 64-71
Getting a Brake Part I (Rebuilding hydraulics) - High Perf.Mopar, Nov. `95 - pgs 32-35
Getting a Brake Part II (proportioning, safety valve) - HighPerf. Mopar Jan. `96 - pgs 20-22
Getting a Brake Part III (lines and boosters) - High Perf. Mopar,Mar `96 - pgs 52-59
Get a Grip Part I (sure grip, 489 casting) - High Perf. Mopar,May `97 - pgs 28-30
Hurst Shifter Tricks - Mopar Tech #7 - pgs 22-24
Hurst Shifter Tricks - Mopar Action, Aug. `95 - pgs 22-5, 79-80
Rebuilding and Balancing Driveshafts - High Perf. Mopar, Jan. `98- pgs 56-59
Aluminum Driveshaft worthiness - High Perf. Mopar, Jan. `98 - pgs60-62, 81
High Perf. Brakes (drums/discs) - Chrysler Power, Jan. `98 - pgs38-41
8 3/4 Rears Info (general, tech) - Perf. For the Chrysler CarEnthusiast, Apr. `94 - pgs 40-45
Rear Wheel Bearings Tech - Mopar Tech #4 `96 - pgs 50-52, 73-74
Disc Brake Rebuild (big dodge Dooley, `72-up) - Chrysler Power,Nov. `96 - pgs 40-41
Driveshaft Tech (steel-drag race) - Chrysler Power, Jan. `96 -pgs 8-9
DANA 60 Rear Maintenance - Chrysler Power, May. `96 - pgs 30-31
Tranny Tech
Building a Rapid torqueflite - Mopar Tech #7 - pgs 38-41
Street-Strip Testing DRT's 10' converter - High Perf. Mopar,May `98 - pgs 34-38, 77
Assembling the 727 Torqueflite Tranny - Perf. For the ChryslerCar Enthusiast, Apr. `94 - pgs 47-51
A-518 Basics Part I- High Perf. Mopar, July `98 - pgs 33-39
A-518 Basics Part II- High Perf. Mopar, July `98 - pgs 48-52,78-81
A-833 rebuilding/beefing - Mopar Tech #3 `95 - pgs 52-57
A-833 rebuilding/beefing - Mopar Action, Aug `93 - pgs 38-40,56-59
Torqueflite Tweaking (restoring upshift speeds) - Mopar Tech #4`96 - pgs 38-39
How to Swap in an A-833 4-spd (car) - Mopar Action, Dec. `96 -pgs 36-39, 70-76
Torque Converter Tech, Basics - Mopar Action, Oct. `95 - pgs30-33, 56-59
Racers Torqueflites - Chrysler Power, Jan. `96 - pgs 14-17
Talking Torqueflites (shift kits, small blocks) - Chrysler Power,May. `97 - pgs 20-27
Torqueflites and More (finishing, continuance of above) -Chrysler Power, July `97 - pgs 50-52
Body Tech
Engine Bay Prep/Details - Mopar Muscle, May `97 - pgs 16-19
Hemi Engine Bay Detailing - Mopar Muscle, Oct/Nov `96 - pgs 27-30
Detailing for Concours Judging - Mopar Muscle, Aug/Sept `95 - pgs70-75
Factory Hood Scoops (and custom fresh air induction)- MoparAction, Feb. `96 - pgs 22-25, 60-67
Badges/Resto Info - Mopar Tech #5 - pg 37
Making your own forced air induction using Mopar parts - HighPerf. Mopar Jan. `96 - pgs 50-53, 57
Media blasting - High Perf. Mopar, Oct. `96 - pgs 24-25
Rust Repair and Touchup (POR 15)- Chrysler Power, May. `96 - pgs42-46
How to install tape stripes - Mopar Muscle, Apr/May `96 - pgs16-22
Installing and Aligning Front Sheetmetal - Mopar Muscle, Oct/Nov`95 - pgs 16-22
Air Conditioning and Electrics
R-134 Conversion - Mopar Muscle Dec. `97 - pgs 18-23
Electrics, Pulleys and Brackets (engine swap series #7) - MoparAction, Dec. `97 - pgs 30-32, 74-76

Other Stuff
25 tips to buying your dream Mopar (car, general) - Mopar Muscle,Feb. `99 - pgs 16-23
Mopar Go-Fast Secrets (drag racing tips) - Mopar Muscle, June `98- pgs 26-29
Cool Tools (fifteen low buck tools) - High Perf. Mopar, May `97 -pgs 56-62 74-75
Building your own flow bench - Mopar Tech #7 - pgs 29-33, 64-67
Roadside troubleshooting - Mopar Tech #7 - pgs 46-48, 71
Three Inch Exhauset for a Big Block - High Perf. Mopar, Jan. `98- pgs 36-39
20 tuff truck tips (`90's Ram) - High Perf. Mopar, Oct. `95 - pgs43-46, 65-67
Lil' Red Express Broadcast Sheets - High Perf. Mopar, Jan. `98 -pg 54
Tool Shed (cool tools) - High Perf. Mopar, May `98 - pgs 60-63
Whirly Jig Car rotisserie - High Perf. Mopar, May `98 - pgs 74-76
Racer's tech (how to beat the competition) - Chrysler EnginesVolume I (`95) - pgs 40-42
12 second 5.2L Dakota - Chrysler Engines Volume I (`95) - pgs43-47
Nitrous on a Dakota 5.2L - Chrysler Power, Jan. `98 - pgs 24-26
Magnum V8 Hop Ups (Dakota)- Power Wagons & Sport Utes (Summer`97) - pgs 43-48
Truck Resto Guide - Power Wagons & Sport Utes (Summer `97) -pgs 53-55
Truck Aerodynamics (Dakota) - Power Wagons & Sport Utes(Spring `98) - pgs 21-23
Nitrous for Magnum Engines (5.2, 5.9)- Power Wagons & SportUtes (Spring `98) - pgs 28-31
Twin Turbo'ed `Cuda - Mopar Muscle, July `98 - pgs 34-37
Power Tuning with performance chips - Mopar Muscle, July `98 -pgs 58-59
Bedliner/Hard Tonneau Install - Mopar Muscle, July `98 - pgs60-63
Computer Swaps for Turbo Mopars - Mopar Tech #3 `95 - pgs 22-24,78-79
How to Build a Hemi Duster - Mopar Tech #3 `95 - pgs 25-28, 81
Mopar 440 in a Cobra Kit Body - Mopar Action, Jun. `95 - pgs42-43, 78
Header design, Interview with Doug Thorley - Chrysler Power, May.`97 - pgs 11
V10 install in a 1/2 ton shortbox 4x4 `96 Ram - Mopar Muscle,Aug. `97 - pgs 62-69
Supercharged Dakota Part III - Mopar Muscle, Jun/July `96 - pgs64-65
MP R/T Performance Package for the `94-up Ram - Mopar Muscle,Jun/July `96 - pgs 68-70