they followed me home

dodgedifferent2

dodgedifferent2

hung like a stud field mouse and
so i went to look at a set of heads for the 340 today
set of vintage 1976 w2 race heads max ported and polished by Batton performance
with the harland sharp rockers 1:5 ratio:dance:
springs for 650
63 cc chambers
make 10.5 compression
now to find a camshaft :hmmm:

also have an edelbrock victor w2 intake (powder coated). But i am thinking i will modify my six pack for w2 useage :hmmm:




 
damn..now you need exhaust too...but those are sweeeeeet

by all means make it a 6pack w2....now...if you could do an "air gap" 6pack that would be extra cool
 
69.5CUDA said:
.now...if you could do an "air gap" 6pack that would be extra cool
Click to expand...

now Mr 69.5CUDA sir .... don't give me anymore ideas ...

my headers would work with these heads but i will probably get the w2 headers to go with them from tti or if i stumble on some used ones
 
course you could probably just have the headers you have cut and new ends done on them....but im going to guess your headers should be larger

oh come on..tell me an airgap 6pack wouldnt be sexy as all hell...cut off all the "fat" from the 6pack manifold..cut the w2 manifold off at the flanges leaving you the whole belly plate and then slip the 6pack in place and weld
 
...and then spend seven zillion hours grinding to try and make the ports match. It's enough of a task trying to make the Six Pack fit the W2s. Trying to hybrid two manifolds would be a hellish nightmare.

I'm glad to see you took my advice and snapped those up. For the exhaust, buy a set of header stubs from Schoenfeld, or get a set of the nice, thick flanges from Hell's Gate Hot Rods, and modify your existing headers for the time being. Inexpensive solution to get you buy until you hit the lottery for the TTi headers.
 
ya i was actually mocking up the gaskets today while i was planning the attack with the six pack manifold

HOLY HELL are those ports HUGE
 
at the moment i was just using cardboard so i knew where things lined up since i had lots of cardboard

are w5 ports the same?
 
W5 heads are essentially just rectangle-port W2s. However, in one of those "don't ask me" situations, no one anywhere at any time ever seemed to have been able to make a W5 run as well as a hogged-out W2. W5s fell out of favor quickly and everyone went back to the W2s that they'd ported out to rectangles in the first place. It's a mystery. Ray Barton couldn't explain it, nor could anyone else whom I'd asked after Ray told me about it. :huh:

I've never been able to compare side-by-side, but Mopar Performance's Large-Port Commando head smelled a lot like leftover W5 intake port tooling with the intake bolt holes machined in production locations and stock-pattern exhaust. The LPCs performed very well but not like the W2, required W2 rockers, and accepted a stock intake. The only difference between a W5 and a stock cylinder head at the manifold gasket, was the intake bolt pattern. I think if you look at your heads and intake pretty closely, you'll see that the intake's not that far off matching the head (you'll need to port the intake, duh) but the bolt holes are way off.

When you see someone selling a "rectangle port W2 intake", it's a leftover W5 piece. Mopar got rid of the W5 stuff nearly two decades ago but because of porting similar to what's done on your heads, those intakes have remained without any "W5" references.
 
Than which W2? You realize there are actually something like five different W2 exhaust patterns, right? You have two of 'em yourself, neither of which is the B1-BA, which is what I've got. They look similar but the bolt spacing and angles are moved just enough to be infuriatingly different.

There are W5 heads with the late W2 pattern, which neither of us have. There are so many variations on W-series cylinder heads from 2 through 9 that literally nobody knows what they all are. Chrysler's not even sure they cast everything they designed, some stuff that was never sold to the public went out the back door or to race teams, and of course from the outset unmachined castings were sold/distributed to engine builders to see what they could do with them. How the hell else can you explain my having a set of brand-new, never-run castings from the Bob Glidden Mopar Pro Stock era (late '70s) sitting in my garage? :D
 
Gotcha. Still, there's more than one design on the W9 as well. It's freakin' silly trying to figure them all out... I stopped trying a long time ago. :D
 
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