RE: IML: Dick B's valves

["Frederick Joslin" <fljoslin@xxxxxxxx>]

I believe that the 915 heads were only on the high performance 1967 440's. That is why they are so rare. All of the 1966 and 350 HP 1967 440's had 516 heads. Chrysler switched to the open chamber 906 heads in 1968 for all applications (383 and 440).

To keep it as original as possible, you could get a set of 1967 516 heads and put the larger exhaust values (1.74" vs. 1.60") with hardened seats. The larger valves and seats are easier to find. I did this on a 1966 Newport with its original heads. With minor porting you should have performance close to the 915 heads but with "original" to your car 516 heads. Also, 516 heads ar not very "desireable" so should be cheap.

If you go to any of the 1968 and later heads with the open chamber you will lose significant compression unless you also change the pistons.

Also, when you say 400 heads you should be more specific. Again, all heads in any given year were the same on 400 and 440 and the good "400" heads are the 1976-1978 452 castting number. There are various other "400" head casting #'s which are not as good.

Good luck.

----- Original Message -----
From: "Bob Kinker"
To: mailing-list@xxxxxxxxxxxxxxxx
Subject: RE: IML: Dick B's valves
Date: Sat, 17 Dec 2005 06:35:08 -0500

Unless you are going for a perfect show car, I would try Edelbrock aluminum heads    They flow like crazy and are straight bolt on!

Bob

 

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From: mailing-list-owner@xxxxxxxxxxxxxxxx [mailto:mailing-list-owner@xxxxxxxxxxxxxxxx] On Behalf Of Mike Becker
Sent: Saturday, December 17, 2005 5:57 AM
To: mailing-list@xxxxxxxxxxxxxxxx
Subject: RE: IML: Dick B's valves

 

Hi,

 

   I am going to revitalize the valve/seat thread  with a couple of questions/comments. recently while i have been deployed to afghanistan some lowlife broke into my garage and stole my tools and various parts like a  holley fuel injection system for a 440, and in regards to this thread a set of 67 915 heads, they had oversize because I thought this was best) stainless valves, bronze guides, and hardened seats. my question: these heads cameoff a 67 300, (all 67 440's supposedly came with 915 heads, small chanber, large ex valve) when i rebuilt my 67 yellow vert it had 516 heads, small combustion chamber and small (1.60 ex valve) which are supposed to be 361-383-413 truck heads. I thought it was a factory mistake.(maybe?) was it an anomly that they were on my vert engine or was that the way imperial s were for 67 ? (the engine had never been apart  before) I understand what dick is saying, when i replace these stolen heads, For best performance , do i want 67 small ex haust valve heads or or the 915's with the larger ex. valves ? The small combution chambers are a no brainer as the give a more active combustion and allow a higher c/r without detonation. as  400 heads not needing hardened seats, i have heard this before and always belived it, but last summer I took a set of heads off a 400 that i had run on uleaded gas for a few years, and they had valve recession big time, so if I am going to put some money into some heads I am thinking some 67 heads with hardened seat my be the best . What do you guys think?  thanks, mike becker

Dick Benjamin <dickb@xxxxxxxxx> wrote:

I appreciate all the suggestions for ?improved heads? you folks are making to me, but I wouldn?t consider changing from the factory design.  The next owner can modify the car if he wants, but any car I own will be the same as the factory designed it. 

 

My goal is to recreate, as closely as I can, the exact experience of owning one of these cars when they were new.  I even go so far as to reproduce the inspection daubs of paint on the various adjustments and the crayon markings on the engines, and the paint overspray on some of the components (fuel pump, accelerator linkage, spark plug wire guides etc).  I know I?m a nut, but that?s the way I like to see them done, and I practice what I preach.

 

As for the difference between 67 and 68 heads, I own both years (2 cars each), and I notice a much quicker throttle response with the 67s than I do the 68s, with engines in equal (very good) condition ? I ascribe that to the smaller intake valves and passages in the 67 heads, as compared to the 68s.  I know the 68?s have better high speed performance, but I don?t drive 100+ mph very often.  I drive at normal speeds most of the time, and I like the quick ?bite? of the car when you first tip into the throttle.  I?d guess going to the even larger intake valve heads would make a big improvement at the drag races, but that?s not my bag.

 

So, thanks again, but no thanks.

Dick Benjamin

 

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Subject: Re: IML: Dick B's valves

 

>>>For about $1300 you can get brand new Edelbrock aluminium heads with all new valves, springs, hardened seats, bronze guides,  etc. which because they are aluminium will happily run 10:1 compression on pump gas. They also weigh about 50 lbs less that the iron heads. The 452 casting # heads are the 1976-78 B and RB (400 and 440) heads with good flow and hardened seats.

>>>>I know what a lot of urban myths say but that
should be laid to rest with evaluations done by
MOPAR performance magazines on big block
heads. If you want hardened valve seats get a
set of 400 heads from the wrecker. Problem
solved. And they breath very well, better than
the old heads.They are open chamber so your
compression ratio may go down depending on your
engine but there are ways of fixing that.
<<<<<<<<<<

 

 

Mike Becker

Imperial-less in afghanistan

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