One thing I will say I'm not thrilled with, which I see with BBM heads pretty otten, is the chambers extend out beyond normal head gaskets.
My recommendation would be to use a Cometic 4.500 at a minimum to be sure the fire ring is clear of the edge of the chamber.

Thanks for taking the time to post on a not so popular brand of head, feedback from the pros is very helpful to some weather good or bad.

Just for grins I went on ebag to see where the current prices are for these things.

Looks like it's right about $1500/pr bare, $1800/pr assembled with HR springs, free shipping.
It would be interesting to see what the valve job situation was like between the bare and assembled heads.

I know a couple of ways that AREN'T the cheapest!

You can buy bulk china man products from here and skip the middle man, some of the places show there facilites some dont in there info.

Weather some agree with me or not but ALOT of the products sold with there cnc name in them is alot of hype and smoke and mirrors as at the end of the day most are just cleaned up checked china based products.

https://www.alibaba.com/trade/search?fsb...mopar+440+heads

$200-$300 per assembeled

https://www.alibaba.com/product-detail/N....15027a88hg7cnZ

Non cnc

I know procomp buys then non cnc from china and sends them up the street from them to have it done.

If one had there own cnc program...hmm. Then again time vs labor some of the cnc work is a bit cosmetic imo.

Not sure how these differ?

Look like the same specs, crazy site to search on.

https://www.alibaba.com/product-detail/P....4973701afrk7BH

I didn't spend much time digging thru your links, but what I see looks like the Edelbrock Performer RPM clones, not the Victor-style heads Dwayne showed above.

If you look hard enough the cnc versions can be bought for about $1240 per pair. Consider that Hughes want about $1550 just for the cnc program.Not bashing Hughes. Im sure their heads will easily outflow the Procomp version, but as a budget option the Procomps are looking good.

I just figured I'd post the final details of this job.

These heads use valves the same length as Indy heads, and I used 2.19/1.81 valves in this set.
After remachining the valve seats the installed height came out right at 1.900 with a .060 spring cup and a Comp Cams 10* steel retainer with std height locks.
Ti retainers could gain you about .030"-.050" depending on what brand and part number you used.

The chamber volume was right at 82cc, again..... This is after cutting the seats.

The decision was made to shoot for 72cc.
I guesstimated about .0055" per CC, so I cut them .055".
As it turned out, that was worth 12cc, so they ended up at 70cc's.
I took .066" off the intake surface to get the manifold to fit correctly.

Mocked up on an uncut 440 block with .040 head gaskets and Superformance .062" thick manifold gaskets, the bolt holes and ports lined up pretty well.
The 6412 std port intake gaskets are a pretty good match for the port sizing and alignment with these heads.

Heads are assembled with Comp 928 springs, 749 retainers, 611 locks, , steel jacketed viton valve seals, and 1.680 OD spring cups(which required no machining to fit).

I have these same heads after dropping 3 valves I had to re do them valve guides, spring seats. they seem to be very good heads for my use other than the bigger intake boss

kinda like these;

https://board.moparts.org/ubbthreads/ubbt...tml#Post2319050

Did cutting them that much regain anything in lost quench pad due to the extensive CNC carving in the chamber?

If they stay together, those could be some pretty effective flat-tappet cam heads.

Not really.....the chambers didn’t appear to shrink from the sides with that amount of milling.

You do some beautiful work Dwayne.

Good info.
I enjoyed reading this thread.

Thank you Dwayne for sharing !!!!

(It would appear the post that I’m responding to here has been deleted.
Apparently the rocker shaft fit in the saddles is a bit loose, and the poster was unhappy that I didn’t catch that when prepping the heads........ so this was my response to that.
I figure if this is a potential problem with these heads, then that’s info that should be out there, so I’ll leave my response up to highlight the fact that this is something that should be looked at.)

I’m the “head specialist” in question........ if you’re referring to the particular heads in this thread.

There isn’t really any excuse for not catching this issue, other than to say it’s something I’ve never come across on any Mopar head I’ve put on a motor in 38 years.
Frankly, the shaft saddles not being machined to the correct size never entered my mind.

Also, just the be clear........ I didn’t sell these heads.
I was contacted about whether I’d be interested in prepping a set of these heads, so I said “sure”........ and a few weeks later the cnc’d bare castings showed up.

To my recollection, I never had the rocker gear here that was going to be used on these heads to test fit any of it.

If the saddles are simply machined to a slightly larger diameter than they should be, you should be able to lay some shim stock in there to properly locate the shafts.
And if the hold down clamps are machined to the correct diameter, I would think it should work fine.

Another possible solution would be to contact Mike at B3RE to see about having some shaft relocation spacers made, with the lower arc of the spacer made to match your heads.
He’d likely instruct you that you need the spacers anyway, so it would just be a matter of whether he could match the arc of those saddles or not.

Always 2 sides of the story this is what happens when you try to save some money on buying the oversea casting compared to the ones made here sometimes the cheap stuff never works out

If I’m not mistaken, I believe two different competitors in the EMC have used these castings for their entries in the past.
I wonder if their heads had this issue........ and if they did, how they worked around it.