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I run a dry sump and using a bracket the same or similar as mentioned above with the factory k member. The pump and oil lines have about 5mmm clearance.

And just for comparision my w9 headed 410 made 875hp at 7600rpm and 651fbs at 5400rpm.

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Care to give us some specs on your 410... is that a
alky engine

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LA360 Originally put the car together to mainly use on the street and hence the large fuel tank 150liter but much more fun just to go racing with it so I'll be putting a 50liter in.

MR P Body Yes methanol. The engine originaly came from a US sprint car team
Mopar alloy block 4.15 bore
Bryant crank 3.8 stroke
W9 heads with titainium valves
Jesel rockers
solid roller cam 268 at 50 with roughly 800lift
CP pistons 15-1 comp
Kinsler injector stacks
Barns 4 stage dry sump system
Custom alloy pan which sits only 6-7mm from the crank so the engine can sit as low as possible in the engine bay, with factory K member
Stepped headers 1 7/8 to 2inch 3inch collectors

If you dont mind MR P Body what sort of combo are you running?

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Mine is a 405ci
48* 9.2 deck
4 stage dry sump
3.79 billet crank
Eagle H-beam 6.125 chevy
CP pistons at 14.1
4.125 bore
CNCd W-9s with 2.18/1.625 valves
TD rockers
276/282 .700/.695 cam 50mm tunnel
1050dom on e-85
420 intake milled to take the 1050
dragster pan
.... it doesnt make anywhere near the power you have

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Arrington heads were the used in off road racing and ARCA. Some were used for a couple races in Craftsman truck. Very shortly after that the W7 was out and running. Some teams may have had them in the beginning of truck. I remember seeing pallets of these heads at Arringtons to be CNC'ed. Some of the very late W7 heads had 18 head bolts.

Then the W8 came out which had some changes like a wider valve cover a Lazy W bolt pattern for the rocker bars, and more room for larger ports. CFE did the majority of the Pro Stock truck heads and Chapman did a lot of the Round d round heads. Roundy rounds had 2.18-2.20 intake valves with a 1.6-1.625 exhuast. The drag race CFE heads had 2.250" intake valves and 1.55" exhaust on the few I have seen.

The sprint car guys wanted a lighter head and the Craftsman truck guys wanted more water from what I have been told. The W9 was the answer to these issues.

This is my understanding from the guys like Joey Arrington, Bob Dowling, Kent Ritter and many others who knew a lot more than I did about the subject. It is all from memory. I have talked in debt with CFE's Carl Fultz about the drag race version W8 and a few W7 and W9 heads. In their opinion the W8 is preffered although their are some W9 head high ports that people have tried to be competitive with. There was just not as many done as the W8 so the R&D comes up short. In some applications like power adder combos the W9 may prove to be a good candidate but, most of the head porters I know have just not been able to get comparable results. All of the beforementioned heads will kick the snot out of all previous wedge designs for small blocks.

Leon

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