Gettin' back into it..

[GTX JOHN]

As I recall the 1967 375 HP engines had 2.08 and 1.75 Valves and were stamped HP on flat area on front of head. The lower HP versions such as in the full size none HP "C" body had 2.08 and 1.60 valves. Only apparent difference was valve size...casting was identical on all 915's. You do have to run original stock size exhaust valve on early engine 1.60......but they still work fine. John Irving

[Dick Butler]

Thanks Jeff, It is true I am out of the racing actively. When I first started racing Class winner was a Major deal. At first I thought I would build what " I liked" not knowing that my favorite was factored poorly, had a bad wt break and couldnt compete.
Then I felt that to WIN a Class Trophy I had to use the added advantages provided in OTHER ways by NHRA rules.
Factoring IS the BIG advantage which actually out weighs hard work in todays class racing. If you do BOTH and drive good you can be unstoppable in class.
Eliminator removes the need for "good factoring "till Heads up runs.
Todays S and SS provides much more dial in eliminations and reward for this racing and can be fun with almost any combination. It just might not be a Class Trophy Winner.

[borninamopar]

Originally Posted by GTX JOHN

As I recall the 1967 375 HP engines had 2.08 and 1.75 Valves and were stamped HP on flat area on front of head. The lower HP versions such as in the full size none HP "C" body had 2.08 and 1.60 valves. Only apparent difference was valve size...casting was identical on all 915's. You do have to run original stock size exhaust valve on early engine 1.60......but they still work fine. John Irving

Hey John, you are correct the 67 915's have the larger exhaust valve and the 66 model 915's have the smaller valve, but the 66 heads also have a higher floor and longer transition and hump than the 67 heads with the larger valve. At least according to the heads I have and have worked on. But, do the 66 915's flow better straight "stock" than the 516 head. Hope I have all these part numbers correct, tryin' to pull them out of a toasty head from the holidays. Still, I know the rules dictate stock sized valves.

[borninamopar]

Originally Posted by GTX JOHN

As I recall the 1967 375 HP engines had 2.08 and 1.75 Valves and were stamped HP on flat area on front of head. The lower HP versions such as in the full size none HP "C" body had 2.08 and 1.60 valves. Only apparent difference was valve size...casting was identical on all 915's. You do have to run original stock size exhaust valve on early engine 1.60......but they still work fine. John Irving

John, you are correct that the 67 head had the larger exhaust valve. the 66 head has a smaller exhaust valve, but also differs in that the exhaust floor is higher and also the transition into the exhaust is higher and longer that the 67 heads. At least in all the various sets I have. I have another question, and it is "Do the 66 915's flow better than the 516 heads straight "stock"?
And I appreciate all the positive feedback, about my choices, since it seems the racers that are tryin' to talk me out of it drive chevies or fords.
I believe that both cars would be very competitive, and may build both and make my daughter drive what she calls "Ugly little car." We can always try to take them with numbers huh. Thank's ya'll I feel welcome here.

[Paul Precht]

The 915 intake port is identical to the 906 which is a good thing. This port flows much better in stock form than the 516. The 915 intake port also responds very well to porting, the 516 does not which would be important if you were to build a SS motor.

[borninamopar]

Thanks Paul..Yea, I read that that somewhere. If the 915's with the small exhaust valve is "legal" I have more than a few pair of them. Now too run the car as a 440 model or a 330 model: And I know, some will say that they have never seen a 330 64 hdtp, but I saw one for sale not long ago. I admit it was the first 330 hardtop I ever saw, but it was one. So, wouldn't it technically be a lighter shipping weight?

[GTX JOHN]

The Smith Family(Pro Trans Builder) run a Dakota R/T usually in I/SA and it a solid 1.0 under combo in good Air with FI 360. All my 67 915 heads look the same on exhaust port to my elderly naked eyes (looked again today). The 66 heads do look worse to me but all I can find around here are still 516 # like the 64 - 65 heads. I believe that a lot of the 915 67 Heads I have were cast in later part of 1966. I took delivery of our 67 GTX in early Nov. and I believe the build date was Aug. of 1966 so I would think the Julian Date on Heads was probably July or June of 1966 although I am not a restoration expert by any means.

Since you can move around the weight in the car to bottom of class or up and down a class the exact shipping weights are not important like they were in old days. Good Luck

[treessavoy]

Another avenue you might look at is the 426 Street wedge. It's virtually the same but with more cubes and it's been devalued from 365hp to 300.

JimR

[borninamopar]

Originally Posted by treessavoy

Another avenue you might look at is the 426 Street wedge. It's virtually the same but with more cubes and it's been devalued from 365hp to 300.

JimR

Yea, I saw a 65 Coronet runnin' somewhere: Red car, black hdtp, he was running a 426 SW. Never heard how he does. Thanks. There weren't many 64 Dodge with a street wedge. Yea, about the Valiant with the 273...My 2 dr sedan is fast, bone stock..They don't weight much and are super sturdy little cars. I always knew I could make one run fast.