Yeah, I have your #s for both my old Stage VIs and my Hughes CNC'd Victors. I expect the TFs will fall somewhere in between the two, as does their runner volumes.

Re: how small the port volume on those Stage VIs were (are): 213-215cc on the ones I measured (NOT including the RB intake spacers). The MCSA was, realistically, small-block sized, but on my 452 it was a happy combination.

I believe a lot of Mopar people are still stuck back in the Direct Connection days and/or trying to relive the good ole days.
I myself still have 906s on my car, but that engine was built 16 years ago & hasn't been driven/raced much in the last ten. Would i now use 906s for a street/strip build, NOPE! Anything here after will have Indy, Edelbrock, Batten or Trick Flow.I'm all for improved/new tech parts, the more the better. My biggest regret so far is not buying a Koleno block when the opportunity was there.
I'll also repeat what's been stated many times before. If Mopar enthusiasts don't start spending on new/improved performance products their choices will simply disappear.

I thought these were 75cc ??? Summit says 78 ?

I know someone that wants to put a set on a 500" engine , but the chamber size makes his combo over 11.0 , he wants a 94 oct or less street motor.

Trick Flow lists them all at 78cc. As did the spec. sheet that came with my heads.

Yep, this will be a bit of a problem until the piston mfgs retool a little bit. A lot of pistons are designed to provide pump gas compression with 84 cc heads. I had to dig around a little bit to find a set of pistons that gave me 10.5 compression for my 470. Diamond happened to have a dish size that worked for the 470 but in a larger engine the compression starts to grow. ICON has some big dish sizes for their stroker pistons but the "premium" vendors don't offer as many dish sizes.

So are these things even available yet? I remember looking at them at SEMA last year and then all the delays since. Just curious if they are actually out there yet. Getting ready to build a new street engine for a buddy and these may be a good fit and a way to get a good look at them.

They're available. Mine arrived and look really nice.

Well that's good news. Maybe we will get a set ordered here soon

While I agree with the comments about Mopar guys being cheap to some extent, look how the Edelbrock BB heads have sold! It's one of their best selling heads.

Run it with 11 to 1. The better chamber desighn, aluminum and tight quench should make 94 octane a slam dunk with any respectable cam.

I will agree with that comment, lots of miles on 11:1 compression and 91 octane fuel. I have driven on 89 octane with no ill effects, and have occasionally raced on 93 when I can get it(drag week) and have seen no difference, it has even responded good to adding timing(37*).

Jerry, you are missing the point. Yes, this is a nice head at a good price. But the problem is the market it is aimed at. This is just one of a BUNCH of heads pointed at the warmed over stock motor crowd. THIS is the area where most Mopar guys spend money.....NOT real racey stuff. The last GOOD inline valve race head was the B-1........and how long ago was that? And at this point the Predator head is several years old. As old as those heads are, you see few B-1 motors and fewer Predators. So why is somebody going to sink a ton of money developing a NEW "race" head, when not many even bought the older ones that are still available. The "serious hp" Mopar racer is just a VERY small market

Monte - most of the street guys are cheap too.

From a marketing standpoint the Trick Flow heads are aimed dead center on the typical Mopar racer. These heads should make 650 to 750 hp without any trouble for the average "bolt on" type of engine builder. That much power in a typical Mopar bracket car will run low 10's or high 9's which is as fast or faster than anything I ever see at the local track.

Monte;
{Jerry, you are missing the point. Yes, this is a nice head at a good price. But the problem is the market it is aimed at. This is just one of a BUNCH of heads pointed at the warmed over stock motor crowd.}
No, not missing the point, but maybe not making my point clear. If you reference one of my “few” comments on these threads you will find that I have said the very same thing, heck….if TF cares to comment, they can tell you about the email I sent them that also said the very same thing.
But in the same token…..I commend them at putting the effort in what looks to be a nice piece without gouging those interested. (the main point)

{THIS is the area where most Mopar guys spend money.....NOT real racey stuff.}
Circumstantial based on the barriers in the mopar community, why would you not run a purple shaft cam if your only using 906 heads….and if your using “that” why would you need more than leaf springs….get it….maybe only I do

{The last GOOD inline valve race head was the B-1........and how long ago was that? And at this point the Predator head is several years old. As old as those heads are, you see few B-1 motors and fewer Predators. So why is somebody going to sink a ton of money developing a NEW "race" head, when not many even bought the older ones that are still available.}
One word = practicality. Back to the horse I have been beating, who in their right mind would pay nearly 2x the cash for the better mopar stuff when compared to GM……I have my mopar pride but I’m not nuts.


The "frivolous" Mopar racer is just a VERY small market – fixed it for ya

That head at 2800 pounds has 8 second NA pass capabilities.

"So why is somebody going to sink a ton of money developing a NEW "race" head"

One more comment. The "development" term may be a little over applied. As a former aerospace engineer, I know a little about design, development and production. Just like TF did with this 240 head, your not starting from scratch, you are refining and leveraging prior concepts.

Most all good CAM programs and operators (catia, unigraphics or solid works for example) can blend two models to gether in a few short hours.

Heck a table top CMM trace of a big duke and a mopar platform melted together is how the predator started life years ago....whats to say you simply couldnt reverse engineer from the predator profile........bottom line - were not building space shuttles here, we are simply doing what has been done a few thousand times before.

I understand that.........but there has to be a REASON that no company CHOOSES to do it. What do you think is the reason they don't?

As far as the "frivolous" comment. So is it your opinion that someone who wants to build enough power to go faster than 9s in an average weight car is frivolous

I see this as a proof of concept for the TF people. If enough people buy in, they'll get serious for the next step.

does these heads has max wedge ports