The Aluminum Heads from 440 Source

[chargerbr549]

I don't know if this the place to post it but I see that 440 Source has released pictures of its new aluminum heads to come out in 08 and they look Sweeeeet!, its probably been up for a while but I just finally seen them today.


Kevin

[metallicareload99]

Thanks for the heads up.  I have been checking their site regularly for updates and the pictures are new to me.  I'm really thinking about getting a set, they look great

http://www.440source.com/heads.htm

[my73charger]

Wow that sounds like a good deal.  I was thinking the Eddy 84cc heads but this is half the price.  I wonder if I would have any problems with my domed pistons?

http://store.summitracing.com/partdetail.asp?part=TRW%2DL2295F30&autoview=sku

[Chatt69chgr]

Anybody called 440 Source to see what kinds of valves they will use in these?  Stainless?  And wouldn't you want to let your cam manufacturer specify the valve spring to ensure comptibility?

[Musicman]

I've been waiting for these heads to hit the market myself... ever since Firefighter told me about them. I may use them in my upcoming Stroker project. We'll see what they have to offer when they actually hit the street.

[chargerbr549]

I saw in one of the descriptions that they are stainless 2.14/1.81 valves and hopefully they are 11/32 stems instead of the 3/8 stems.

Kevin

[my73charger]

After doing a little comparison with Eddy heads these look to be very comparable and definitely a better buy.  I think these are the way I will go for sure.  Ron can you give me your two cents? 

[bill440rt]

I'm patiently waiting for these to come out as well! I'm looking forward to some test articles about them before I buy & be the guinnea pig.

[firefighter3931]

Wow that sounds like a good deal.  I was thinking the Eddy 84cc heads but this is half the price.  I wonder if I would have any problems with my domed pistons?

http://store.summitracing.com/partdetail.asp?part=TRW%2DL2295F30&autoview=sku

The 440 source heads will work with the 2295 domed pistons but you won't be able to run a huge .600 lift roller cam with them. The chambers look identical to an e-head 84cc closed chamber RPM and those work fine with the 2295's. Piston to valve clearance will limit you to a .550 lift cam and approx 250@.050 duration which is still a pretty healthy street/strip stick....probably as big as you would want to go with a  pump gas build anyway. Assuming the block hasn't been extensively decked....those pistons will be .050 in the hole. With an 84 cc chamber and .040 head gasket your static compression will be in the 10.5:1 range. 

Hopefully these heads will flow as advertised. If so there's an easy 75hp increase and possibly more depending on the rest of the build. 



Ron

[Musicman]

In my case, I am simply waiting to see if I'm better off spending the cash for these new heads, or spending cash updating and fully porting a set of 452's. What will the differences be be in terms of performance verses cash, that's my question?

[jg68]

A little "heads" up on the new 440Source heads, they should flow 330 with a little touching up, Now i've talked with a dealer friend of mine who sells ProComp. heads for the SB & BBC, he sells them complete for 700.00, they have a really nice thick deck for milling, nice castings, & they flowed 440+ CFM on the BBC with some mild work, on a basic small cammed 454, they were getting 600+ HP on the dyno, I have a STRONG suspition this is the company that is jumping on the Mopar aluminum head band-wagon, if they are halfway decent in construction like the RPMs, i'm buying a set, we shall see

[tricky lugnuts]

Maybe this is a question for 440 Source, but do you guys think the 'assembled' heads come with valves and springs?

Would they work with factory rocker arm set ups?

What kind of effect would they have on a bone stock, hmm, let's say '71 440 HP engine?

If yes to the first two questions, and 'good' to the third, that's a price I would be willing to pay!!!

[Musicman]

Maybe this is a question for 440 Source, but do you guys think the 'assembled' heads come with valves and springs?

Would they work with factory rocker arm set ups?

What kind of effect would they have on a bone stock, hmm, let's say '71 440 HP engine?

If yes to the first two questions, and 'good' to the third, that's a price I would be willing to pay!!!

The answers to your questions are available here:  http://www.440source.com/heads.htm

[my73charger]

Wow that sounds like a good deal.  I was thinking the Eddy 84cc heads but this is half the price.  I wonder if I would have any problems with my domed pistons?

http://store.summitracing.com/partdetail.asp?part=TRW%2DL2295F30&autoview=sku

The 440 source heads will work with the 2295 domed pistons but you won't be able to run a huge .600 lift roller cam with them. The chambers look identical to an e-head 84cc closed chamber RPM and those work fine with the 2295's. Piston to valve clearance will limit you to a .550 lift cam and approx 250@.050 duration which is still a pretty healthy street/strip stick....probably as big as you would want to go with a  pump gas build anyway. Assuming the block hasn't been extensively decked....those pistons will be .050 in the hole. With an 84 cc chamber and .040 head gasket your static compression will be in the 10.5:1 range. 

Hopefully these heads will flow as advertised. If so there's an easy 75hp increase and possibly more depending on the rest of the build. 



Ron

Hey Thanks Ron!!  This sounds like the direction for me.

[Challenger340]

I'm hearing from my sources that it's the same foundry as "procomp", and definately an EDDY chamber copy. So far just heresay though.

Gonna talk to him again Friday, he's checking his sources for the licensing/buy-in deal specifics involved with the foundry(hope he don't forget, Pomona's coming up, and it's a "mopar" question).

Outa be a "good to go" head casting.

Everybody should support Brandon & 440source for stepping up ! These type of efforts NEED to be supported by YOU the consumer. It is NOT cheap to do, not to mention the TIME to go after it.

Go 440source 

[my73charger]

I am already working on having the funds to order these up.

[SeattleCharger]

reading their ad I am very psyched to see this part:

      " . . . And, the straight (100% factory) spark plug location puts an end to hassles with header tubes fitting correctly." 

  Eddy's have a slanted plug that doesn't  allow hp exhaust manifolds or many header applications, I was going to get the Mopar Performance alum. 84cc heads because of the straight out plug design, Mancini has em for 1400/pair, but these are the same basically and much less dough 

[aifilaw]

Ron,
since you seem to have the insider information on these guys, and they have obviously already flow benched them, can you post or send me the full flow numbers for 0.200 to 0.700 in increments of 0.05 or smaller?
Will save me from calling them.

Wow that sounds like a good deal.  I was thinking the Eddy 84cc heads but this is half the price.  I wonder if I would have any problems with my domed pistons?

http://store.summitracing.com/partdetail.asp?part=TRW%2DL2295F30&autoview=sku

The 440 source heads will work with the 2295 domed pistons but you won't be able to run a huge .600 lift roller cam with them. The chambers look identical to an e-head 84cc closed chamber RPM and those work fine with the 2295's. Piston to valve clearance will limit you to a .550 lift cam and approx 250@.050 duration which is still a pretty healthy street/strip stick....probably as big as you would want to go with a  pump gas build anyway. Assuming the block hasn't been extensively decked....those pistons will be .050 in the hole. With an 84 cc chamber and .040 head gasket your static compression will be in the 10.5:1 range. 

Hopefully these heads will flow as advertised. If so there's an easy 75hp increase and possibly more depending on the rest of the build. 



Ron

[firefighter3931]

Ron,
since you seem to have the insider information on these guys, and they have obviously already flow benched them, can you post or send me the full flow numbers for 0.200 to 0.700 in increments of 0.05 or smaller?
Will save me from calling them.

I spoke with Brandon at the MATS show last spring but he didn't have the prototype ready....just some CAD drawings. I don't know if he's had them on a bench yet....he just posted a pic of the sample head....so far it looks pretty good. The chamber size and port volumes are identical to an RPM head, so i would expect it to flow in the same ballpark. I may order a set for my 70 R/T 6-pack car....it would be a killer stealth upgrade.

As soon as i have some data i will be sure to post it. 


Some nice features built into the design :

(1) blind header/manifold holes....no leaking coolant to worry about.
(2) blind freeze plugs....stock look and no leaks.
(3) The casting looks very stock....that matters to some looking for a resto look
(4) The factory rocker shafts & rocker arms will work fine.
(5) Stock valve covers are no problem.
(6) closed chamber and 50+ cfm increase over the factory head translates into BIG power increase with the right parts.
(7) Straight spark plugs.....works fine with any header that fits an Oem head and factory exhaust manifolds as well



Ron


Ps. Here are a few pics Brandon posted....these heads look very nice !

[RD]

I am so buying a set of these when they come out.

[Purple440]

Ron,
since you seem to have the insider information on these guys, and they have obviously already flow benched them, can you post or send me the full flow numbers for 0.200 to 0.700 in increments of 0.05 or smaller?
Will save me from calling them.

(6) closed chamber and 50+ cfm increase over the factory head translates into BIG power increase with the right parts.

Ron what type of cam spec do you think would make the most out of that CFM increase (+50 over stock), assuming street not strip situation.  Set aside gearing and all, I just mean utilizing the flow potential of the head.  230-240 @.050 range, or....?

- Doug

[Musicman]

I am so buying a set of these when they come out.

Who said that you weren't? 

[firefighter3931]

Ron what type of cam spec do you think would make the most out of that CFM increase (+50 over stock), assuming street not strip situation.  Set aside gearing and all, I just mean utilizing the flow potential of the head.  230-240 @.050 range, or....?

- Doug

Doug, assuming these heads flow as well as the e-heads there are huge gains to be had with just about any cam profile. It's not only about the peak flow numbers....the low-mid lift flow numbers are more important because that is what the engine see's. The max lift is a very short period of time in the grand scheme of things....unless you are building an all out race motor.

Ideally, what you want are fat low/mid lift flow numbers for most any street motor. The e-heads are very strong in this area and i would expect that these will be too.

The duration at .050 just affects the powerband....not how much power the engine will make. The headflow and properly matched camshaft will ultimately determine how much power the engine will make. Of course other factors like headers, carbs, intake manifolds will come into play....so it's important to match all the components so that one (or more) aren't holding it back.



Ron

[Purple440]

Ron what type of cam spec do you think would make the most out of that CFM increase (+50 over stock), assuming street not strip situation.  Set aside gearing and all, I just mean utilizing the flow potential of the head.  230-240 @.050 range, or....?

- Doug

Ideally, what you want are fat low/mid lift flow numbers for most any street motor. The e-heads are very strong in this area and i would expect that these will be too.

That's exactly what I want, but I thought that the higher flowing heads only gave an advantage and higher RPM.  So even with a stock cam (for example) the e-heads or these would provide a torque increase?  I know they have optimal chamber shape and all (I think?) so that helps..closed chamber ect.  So going from 452's to a smaller cc closed chamber head with the proper shape is the goal, as an example?  You many remember I have 452's and am pushing for the e-heads, or these from 440 source, but I'm trying to understand what that would change in my engine performance.  I need a selling point (not for me, but for my dad) 

[Steve P.]

^^^  Hahaha... Tell dad the aluminum heads are much lighter, flow better and look killer when the hood gets lifted...

[Purple440]

Been there done that...I could just do it myself but it's a father/son project and I want it to stay that way.  I'm at a point where I can buy these parts myself no prob, but I don't want to alienate him.  Prolly too much info, but that's the scoop.    That's why I keep bugging you guys, I need feedback to pass on to him...he's internet challenged.

[firefighter3931]

Doug, the closed chamber alum head has several advantages over the open chamber iron head ;

(1) lighter weight
(2) closed chamber for better quench means more power and no detonation as long as the static compression is held in line
(3) increased flow throughout the lift range....a good fast rate cam with descent lift will make these heads really shine
(4) the cost is very attractive

Without getting too technical, the easiest way to look at it would be to compare the headflow at given points in the lift cycle. For example : the iron head flows 190 cfm at .300 lift and the alum head flows 240cfm at that same .300 valve lift....which head is making more power at that exact point in time. If there's a 50cfm spread in headflow across the board.....then the higher flowing head will make more power everywhere.....from valve opening to valve closing.


Cam profiles will have some impact on the final power numbers as well. The agressive profiles are designed to open the valve sooner and keep it open longer which allows for increased cylinder filling and results in more power & torque. That's another subject for another thread....but suffice it to say that a cam with agressive lobes will for the mostpart make more power than a cam with gentler lobes....all things being equal. This is why the Engle cams work so well....moderately agressive lobe profiles that perform extremely strong, even with a stock head.



Ron

[firefighter3931]

^^^  Hahaha... Tell dad the aluminum heads are much lighter, flow better and look killer when the hood gets lifted...

Geez, i went and typed out a long response and Steve said it all right here ! 

Just playin Buddy....it's all good ! 




Ron

[Purple440]

lol I appreciate both of your responses 

Sometimes I ask foolish questions but that's why I like this forum so much, because you guys are pretty descent and are willing to repeat your answers over the years even though it probably gets tiresome.

Trust me, I'd love a K58 e-head build and it would be done but it's not just my car.  But I am going Holley next spring...750 or 770 with vac sec.  No double pumper sry Ron.  But when I come back in 6 months and say you were right about the DP, just sit back and don't call me a fool...just nod and push me gently in the right direction 

[firefighter3931]

  But I am going Holley next spring...750 or 770 with vac sec.  No double pumper sry Ron.  But when I come back in 6 months and say you were right about the DP, just sit back and don't call me a fool...just nod and push me gently in the right direction 

Doug, promise me you will at least consider an HP series vacuum secondary carb. It'll save a lot of  when you start tuning...... 


Ron


http://store.summitracing.com/partdetail.asp?autofilter=1&part=PRO%2D67205&N=700+4294925239+4294839063+4294919007+400405+4294902675+1051506943+115&autoview=sku

http://store.summitracing.com/partdetail.asp?autofilter=1&part=HLY%2D0%2D80529%2D1&N=700+4294925239+4294839063+4294919007+400178+4294891681+4294902726+4294902675+4294902725+1051506943+115&autoview=sku

[Purple440]

Ron those don't have chokes.  I need a carb that has an electronic choke because it gets cold here in Minnesota 

The DP's have mechanical secondaries right...so as of yesterday my 440 is performing it's best ever with the heaviest spring in the vacuum pod.  I probably have issues with the valve train based on my vacuum readings and crappy idle, so it's not 100% but still....

Anyway, with a rapidly pulsating vacuum reading (and RPM) I've read that there is probably a bad lifter, pushrod, or rocker.  I'll be replacing all that this spring.  I just talked to my builder and he said we reused the old rockers and rods (off a '78 new yorker) , and did not put the rods back in the same cylinders  he even said that premature wear is likely happening.  When we started it up after installing the A&A converter, there was a LOUD clacking sound from the valvetrain, which is when he mentioned this. 

This is off topic but any feed back is great:)

[my73charger]

I bought this one from this seller on EBay and have had excellent luck.  Vaccuum secondary 750 with electric choke.  Good price. It is a remanufactured but the one I received looked brand new.  You would never know it was a remanufactured.

http://cgi.ebay.com/ebaymotors/Holley-Carburetor-750-CFM-elec-choke-Bright-as-New_W0QQcmdZViewItemQQcategoryZ33550QQihZ015QQitemZ250170273909

[Silver R/T]

so I dont need to spend $800 on TTI headers anymore? With these heads I should be able to fit Super hooker headers on there fairly easy, right?

[70sixpkrt]

Correct.

[Steve P.]

so I dont need to spend $800 on TTI headers anymore? With these heads I should be able to fit Super hooker headers on there fairly easy, right?

Ummmm,  though they both deal with heads, I think you mean SUPER COMP, HOOKER HEADERS.. Ahh, NOT SUPER HOOKER........   

[Silver R/T]

either one is fine

[TUFCAT]

I just ordered a set of these new stealth heads. They're a screaming good deal at $895.  The guy on the phone said they're only taking pre-orders for February production, to be shipped in March.  All stock was SOLD OUT when the MCG article hit.

At least I'm guaranteed to get a set at the $895 introductory price. If you want a set, ORDER NOW (before the price goes up)

[mally69]

I ordered mine last night

[my73charger]

I just ordered a set of these new stealth heads. They're a screaming good deal at $895.  The guy on the phone said they're only taking pre-orders for February production, to be shipped in March.  All stock was SOLD OUT when the MCG article hit.

At least I'm guaranteed to get a set at the $895 introductory price. If you want a set, ORDER NOW (before the price goes up)

I took your advice Tufcat.  I just couldn't let that price get away.

[TUFCAT]

I know...its a REALLY GOOD DEAL!    ~~ I will probably have some closed chamber 915 heads for sale in March.

[deputycrawford]

Purple440, I have to tell you that I have a Race demon carb with no choke and start my car in mid 30 degree weather. As long as I keep my foot on the gas lightly for about 30 seconds, I can drive the car anywhere in cold weather. You only need a choke until it warms up. If its tuned right, It will warm up nicely. You will never have a problem with a carb without a choke. I have never used one with any of my old cars.

[kamkuda]

it does not appear to have the same flow numbers as an eddy head althought the eddy numbers are from edelbrocks site.
Stealth/Eddys
100 --- 65/79 --- 57/70
200 --- 135/143 --- 108/126
300 --- 191/207 --- 140/160
400 --- 227/256 --- 159/188
500 --- 242/278 --- 173/206
600 --- 254/291 --- 183/217
700 --- 261/292 --- 191/223

[Purple440]

Purple440, I have to tell you that I have a Race demon carb with no choke and start my car in mid 30 degree weather. As long as I keep my foot on the gas lightly for about 30 seconds, I can drive the car anywhere in cold weather. You only need a choke until it warms up. If its tuned right, It will warm up nicely. You will never have a problem with a carb without a choke. I have never used one with any of my old cars.

Deputy thanks I'll keep that in mind.  Actually the choke on my speed demon doesn't work right anyway so I have to keep my foot on the throttle anyway. 

[Chatt69chgr]

Would the Engle K56 cam be a good choice for use with the new 440 Source heads?  I want to build a 440-4sp std stroke quench engine---------zero deck setup, around 10.5:1CR, 750 cfm carb, CH4B intake, HP exhaust manifolds (repops from YO), and not intending to rev more than 6000rpm.  Idle doesn't have to be perfectly smooth but I want to be able to cruise around in the car and just have fun.  No drag racing on or off track---perhaps a little spirited red light fun but nothing dangerous.  I have ordered the Stealth heads (Feb delivery) and they come with valve springs installed.  Someone on here already said they would work OK with the K56 cam I think.  Also ordered the ROL gasket which 440Source said was compressed .039 and ARP head bolts at same time.  (hope this isn't hijacking the thread since all related directly to the new heads)

[firefighter3931]

Would the Engle K56 cam be a good choice for use with the new 440 Source heads?  I want to build a 440-4sp std stroke quench engine---------zero deck setup, around 10.5:1CR, 750 cfm carb, CH4B intake, HP exhaust manifolds (repops from YO), and not intending to rev more than 6000rpm.  Idle doesn't have to be perfectly smooth but I want to be able to cruise around in the car and just have fun.  No drag racing on or off track---perhaps a little spirited red light fun but nothing dangerous.  I have ordered the Stealth heads (Feb delivery) and they come with valve springs installed.  Someone on here already said they would work OK with the K56 cam I think.  Also ordered the ROL gasket which 440Source said was compressed .039 and ARP head bolts at same time.  (hope this isn't hijacking the thread since all related directly to the new heads)

Sure, those heads will work fine in that application. 

I would try to correct the gasket overhang issue though to avoid potential problems down the road. 



Ron

[SeattleCharger]

Would the Engle K56 cam be a good choice for use with the new 440 Source heads?  I want to build a 440-4sp std stroke quench engine---------zero deck setup, around 10.5:1CR, 750 cfm carb, CH4B intake, HP exhaust manifolds (repops from YO), and not intending to rev more than 6000rpm.  Idle doesn't have to be perfectly smooth but I want to be able to cruise around in the car and just have fun.  No drag racing on or off track---perhaps a little spirited red light fun but nothing dangerous.  I have ordered the Stealth heads (Feb delivery) and they come with valve springs installed.  Someone on here already said they would work OK with the K56 cam I think.  Also ordered the ROL gasket which 440Source said was compressed .039 and ARP head bolts at same time.  (hope this isn't hijacking the thread since all related directly to the new heads)

That's almost exactly the build I have been planning also, using these new aluminum heads, I bought a steel crank 72 engine and took the crank out for the block I already have,    I already have my CH4B, my HP exhaust manifolds, was going to use the engle K56 cam also,  note: firefighter was saying to get it ground for 112 degree lsa instead of 110? for use with hp manifolds to help match with them better.  and I was going to do the 10.5 compression, zero deck,   

[Chatt69chgr]

Hey Seattle--------are you planning on using the stock regular rods (not 6-pk) or aftermarket perhaps like 440Source offers?

[SeattleCharger]

Hey Seattle--------are you planning on using the stock regular rods (not 6-pk) or aftermarket perhaps like 440Source offers?

umm, I believe firefighter said that with that build you want to get some better rods and pistons, maybe was some mopar performance ones?, will try and find the thread, should have it saved in engine build document somewhere when I get back on my home computer, 

[Chatt69chgr]

I will probably buy aftermarket rods.  The pistons will, obviously, be aftermarket forged units to get the CR close.

I just talked to the guys at Engle Cams.  They said that on the K56, increasing the LSA to 112 degrees would help increase the vacuum, make engine idle a little better, and cause the power band to increase some.  Would have a little less "snap" at 112 than 110.

I told him that I was using a more or less stock intake and exhaust.  He said that since the exhaust was a little restricted (compared to headers) that I should think about a split grind.  Using a K56 intake grind and a K58 exhaust grind.  Said he would keep the LSA at 110 degrees.  Said this would help with the exhaust being restricted as it were.

I couldn't get much more out of them.  I don't mean to be critical but I just didn't sense that there was a lot of knowledge on this forthcoming.  The guy seemed to be just looking at the spec sheet.  I'am the one that suggested the split grind.  In the past, I called Comp Cams.  As I recall, they really seemed to know a lot about their cams.  I have not called them lately.  Mind you, I am a complete neophyte on this.  But in a book I read by Smokey Yunick, he said that on cams, you really have to depend heavily on the cam manufacturer since how a cam will work is somewhat empirical.  They are talking to guys all day long that run their cams and are trying different ones so they more or less come to know what works and what doesn't. 

Board members------------please give SeattleChargerDog and me your thoughts.  Thanks.

[Chatt69chgr]

bump!!

[694spdRT]

I run a split gring Engle K56/k58 on a 110 LSA in my 440 4 speed Charger with 3.54's and have been very happy with it. The cam has a nice sounding idle but it is not a thumper and the power brakes work fine. It has very crisp throttle response and pulls hard. I am using a set of heavily ported 906's with oversized valves on my 440 and used ported factory intake and exhaust manifolds. Keep in mind my car is a show/street car so if you are into dragging there may be better options.     

[Chatt69chgr]

Thanks for the reply 694spdRT--------that's exactly the kind of information I am looking for.

[firefighter3931]

Personally, i prefer a wide lobe seperation (reduced overlap) with restrictive manifolds....less intake charger dilution. The factory HP cam was cut on a 115* lsa so what does that tell ya. 



Ron

[Chatt69chgr]

Ron-----you mentioned using the K56 with 112 LSA.  Would you also recommend using the split grind too----------that is--------K56 intake K58 exhaust and 112 LSA?  Note that the Engle website says that the K56 is for 9:1 CR.  The K58 is for 9:1 to 9.5:1 per their data sheet.  My understanding is that you want somewhere between 9:1 and 9.5:1 for 93 octane pump gas with iron heads (static CR) and a point higher for aluminum heads due to heat loss.  I would think you would want go toward the higher end of the CR, ie, 9.5 (10.5 for aluminum) since the Stealth heads are closed chamber allowing you to achieve true quench and thereby reduce detonation tendancys.

[firefighter3931]

Ron-----you mentioned using the K56 with 112 LSA.  Would you also recommend using the split grind too----------that is--------K56 intake K58 exhaust and 112 LSA?  Note that the Engle website says that the K56 is for 9:1 CR.  The K58 is for 9:1 to 9.5:1 per their data sheet.  My understanding is that you want somewhere between 9:1 and 9.5:1 for 93 octane pump gas with iron heads (static CR) and a point higher for aluminum heads due to heat loss.  I would think you would want go toward the higher end of the CR, ie, 9.5 (10.5 for aluminum) since the Stealth heads are closed chamber allowing you to achieve true quench and thereby reduce detonation tendancys.

Chatt, those numbers are only recommendations from Engle and they tend to be a little on the conservative side. An open chamber iron head will be much more octane sensative than a closed chamber aluminum head. 

Building from scratch ; the right way to go is with a flattop piston at zero deck and a closed chamber aluminum head for 10.5:1 compression and tight quench. This will maximize the power and still run fine on pump gas.

The cam LSA in this case is strictly a function of the restrictive exhaust. Manifolds don't scavenge very well and you want to reduce overlap to keep intake charge dilution (reversion) at a minumum. As for split pattern grinds ; they generally work better with a stock head which has less than the ideal 70% intake/exhaust flow ratio. The better aftermarket heads have that imbalance worked out so having additional duration on the exhaust side isn't as critical. You could go with a split grind but it won't make much difference, inmo. (assuming the Stealth/Edelbrock etc...) 



Ron

[694spdRT]

My 440 is right at 9.5 to 1 compression with the iron heads.  When I talked with Engle the 4 speed also made using the 110 LSA less of a factor. To be honest, maybe there is a difference in having a 112 over a 110 LSA but I haven't noticed any weak areas in the powerband.  I wanted a nice sounding idle and already knew the factory intake/exhaust manifold setup and factory exhaust system was a compromise on power. With my 14" redlines if there were a loss of power between the two cams I would not be able to tell. 

BTW: Chris(Just 6T9 CHGR..) used a K56 ground on a 108 LSA in his 440. He uses a CH4B and factory exhaust manifolds. His car has an automatic with 3.55 gears. I remember he had a video with sound of the idle someplace.

[375instroke]

it does not appear to have the same flow numbers as an eddy head althought the eddy numbers are from edelbrocks site.
Stealth/Eddys
100 --- 65/79 --- 57/70
200 --- 135/143 --- 108/126
300 --- 191/207 --- 140/160
400 --- 227/256 --- 159/188
500 --- 242/278 --- 173/206
600 --- 254/291 --- 183/217
700 --- 261/292 --- 191/223

This is impossible.  The Source heads are supposed to be Eddy copies.  How could they possible have different flow numbers?