First off, I would like to thank everyone for the outpouring support and excitement for our new adventure into the Mopar scene! It’s just as exciting for us and ensures us that we made the right decision to go this route! We were predicting to have the heads and intake manifold ready to ship by the end of May. Unfortunately, we are unable to do that, and we had to push the release date back until July.

Most people are unfamiliar with the process of making a “production” head, and I wanted to clear some of the speculation floating around the internet. We manufacture cylinder heads and intake manifolds from start to finish right here in Ohio. The only thing we do not do is pour the aluminum. We have our own pattern shop to make the tooling and once the castings arrive from the foundry, the product is inspected by our QA department, machined, assembled and shipped in-house. More often than not, we may have to make changes to the tooling that corresponds with the foundry and make the product to our strict requirements. That is what takes so long in the process. We just felt the need to give you a little insight of the process and why the date was moved back. We also want to make sure the head is perfect and give you the best quality product possible.

Wow, Moparts gets a vist from Trick Flow!

Love the new heads. My only request is that what ever springs you include with the titanium retainer option don't have those flat steel dampers between the inner and outer springs. The dampers chew the sh!t out of ti retainers wracking up miles on the street.

Working as I do, for a large airplane company in the Northwest, I understand that production schedule slides are pretty normal. I for one, am really looking forward to your product release.

I was really impressed with your twisted flow head for the 2 valve ford modular motors. Really great engineering.

Thanks for the update. I am waiting to purchase a set of the 240s.

Can you give us a hint at what the larger head you have in the works might be? Pretty please?

After the 240 head!

How about a SB head? Lots of stroker SB's in the 408 to 440ci range being built.

So December is more realistic actually.

Should make a nice Xmas present though…

Can you make the next ones fit a SMALLER BORE? Is that massive intake valve you are using the reason for the larger minimum bore size?

You have limited you market by not accounting for the number of 383's and 383 based strokers out there, there were only 750,000 440's made - not sure on 400's (prob some huge number, making my rant look silly), and around 3 million 383's - but your heads will only fit the 2 larger blocks, possibly a bit of an oversight?

Your product looks excellent and ticks lots of boxes, but when i have to replace my iron heads, it will have to be with someone else's product. A bit more market research next time eh?

Sorry I'm Pissed cause there's a nice new shiny toy that I cant have lol

Aw alright.
I'd like to offer up my BB stroker as a test mule for your new products. Heck, maybe your company can sponsor my car for the racing season?
You can PM me here.
Thanks in advance!

The larger valve is the reasoning for the minimum bore. Technically it will work on the smaller bore, but it will be relative to camshaft and valve to bore clearance.

I'm waiting for a Trick Flow 340 or 360 head that will do for the BB Mopar engines what your A460 head did for the Ford big blocks.

MW intake port, raised ports, 2.100 installed height on the valves, solid mounting pads for Jesel rocker arms, 400+ cfm, high quality Trick Flow porting and valve job right out of the box, etc.

I have been following the Trick Flow line of heads ever since they started setting up a display tent during The Halloween Classic at Norwalk Ohio. I had several long discussions with the guys and when they told me their first step into the Mopar market would be a middle of the road big block head I kinda cringed. In my eyes this is already a saturated market. I was hoping for a 330-350 CFM small block head with higher numbers capable in the right hands. They make a very nice product and I'm glad they stepped into the Mopar market. Thanks Trick Flow.

These kind of posts keep my next engine build in the front of my mind, keep up the good work TF, I know the Ford guys like your stuff.

How do these heads compare to the CNC Indy SR's ?

I am not sure on comparison's to the S/R head. We used the EZ 270 when we did our back to back testing. On our .030" over 440 dyno mule we was 40hp better than the Indy's and 30hp better the the Edelbrock RPM heads.

Trick Flow, this is probably a dumb question, but how do I know if my pistons' valve reliefs will have clearance with the 2.190 valve radially?

I have .040 over 440 "6 Pack" TRW 2355 pistons .010" down the bore with 238 @ .050, .534 lift cam.

Would I have to get the pistons fly cut?

Only you and / or your engine assembler will know for sure by mocking things up and checking p-to-v clearance. The old 2355 pistons weren't intended for "big" valves as I recall (big meaning larger than 2.14" commonly used w/ modified OEM heads).

Thanks, that probably rules me out then.

Brad is correct. Since it is a flat tappet you may not even come close to piston itself. That really depends on the camshaft and you won't know until you mock it up and check PTV.

Care to share the compression,intake and carb,and the camshaft numbers for that setup?