I think you did a great job on your video, the information was excellent that you gave helping someone that may be needing information with this head swap, best of luck at the track and I hope the heads work to your advantage
This is a great comparison, thanks for putting it up. Big respect to the 2.02 J Heads, but 50 pounds lighter, quench chamber, and already-done CNC porting makes it a waste of money to fuss with the old stuff when Trick Flow is available. I would have spent the money on the 0.036" quench head gasket though........
@@ExMxer3 You’re right, these Trick Flow heads are legit. And yes, I wish I would have used thinner head gaskets Just got back from the track and she did pick up a decent amount.
Sounds great. Your low and mid lift numbers will be up. Even though you have a .500 lift. I'll be watching your video going to the track. I appreciate you sharing. Have a great week.👍👍
@@edsmachine93 You’re right. Flow should be up across the whole curve. Intake and exhaust. Going to the track today. Hopefully everything goes well.🤞 Take care
Hey man, just a few tips if you are having thermostat housing leaking issues. If it's chrome or coated the coating needs to be sanded off on the sealing surface. I have a mini belt sander which works great or a flat file wrapped with Emery cloth. I flat file sand with emery any sealing surface that isn't getting machined. Emery is also better since it last a lot longer than sand paper which i find is a one time use before making a mess. The emery last n lasts. Then just a bit of "right stuff" silicon on the gasket. It's the only stuff we use anytime silicon is needed. Night and day vs standard silicon. Standard once dry is still slippery and just peels off. Right stuff needs to be cut of scraped off then actually wire wheel or sanded since it really gets into the pores. Its also a lot harder to clean off if you get it on any off your fingers. It's also black so doesn't stick out like a sore thumb. It was actually designed in the 90's by either Chrysler or Gm. It comes in a 1/2 tube and used with a silicon gun. Also oil resistant. Regarding head swap great that you did a real A/B test to know exactly what the heads alone are worth. The next restriction will be the intake since a unported rpm only flows so much air. No matter how much the heads flow the HP potential is based on what the combination of intake/heads/carb. Many don't realize that so figure if the heads flow 300 @.600 and have a 600 lift cam that the engine should have the potential to make 2.2hp per CFM. What will be expected at the dragstrip is the HP potential will be based how what the heads can flow with the intake etc. As example(not using exact numbers) So if the heads flow 300 or say 260@.500(used cam lift) and once the intake is bolted to the heads the rpm goes about 248ish @.600 n maybe 220@.500 that -40cfm variance will be why the car doesn't pick up as much power as expected if a person was just calculating the difference between the ported cast heads vs trick flow flow numbers.(Hope that makes sense) The biggest gains after to take advantage of the new heads will be getting the intake or another intake to flow as best as it can. I know the port entrance on the trick are a bit larger vs stock while the cast intakes are usually much smaller in comparison. The victor is closer to 318 size to a cpl inches into the runner. While off the carb pad the runners start larger and tapper down. Maximizing the intake port exist as far in as possible is the first step in helping the intake flow better to closer match what the heads flow. Unfortunately most the intakes we have available were designed before standard rocker location heads reached the 300cfm mark. The rpm worked well till about 255ish CFM and the victor/M1 about 270ish. Best I've seen so far a fully porter Victor on a 318 CFM head is about 280. I've been able to get the intake itself from 270 up to 350cfm. Just once bolted one hasn't been able to hit 290. The Indy with redrilled bolt pattern haa been the closest at about 296. So either way at least a guy will know where a lot more HP will be on tap. Along with more lift to open the valves of course.
@@dannyfasttcars8612 I did get the T stat gasket issue resolved. I’m going to have to get some Right Stuff, everyone has been saying how good it is. Thank you for all the good info on the intake flows. I think I’m gonna pick up a used M1 to try.
Great Video, thank you for posting! Eagerly awaiting the video from the track. Knowing that it picked some up now, it would be great to see a comparison with an as cast Victor 340 or a standard port Holley Strip Dominator.
Good info. I have often wondered how an aluminum performance head would work on my 340? And what improvements I would see. I have a .487 lift cam and forged 10:1 aluminum pistons. It’s.30 over and has J heads. It’s just a street car and it’s in a 70 Challenger. So you are a lot lighter. Looking forward to the 1/4 mile times to see the improvement. Thanks for the video.
Love your channel bud. Good advice too. I had a 427 dart block small block built with 227/235 heads. Very aggressive cam. My channel is young and I plan on making a video showing all I've done. Take a look at my limited content if interested. 🎉
Hi very nice that you made a video on the street that I suggested. Understand that it is tough and try to explain if there was even a difference. Your honesty and information was very good. I absolutely believe there is a difference even in low lift areas, where the tf190 flows much more than the J cylinder heads. a thought that might be helpful if you are going to try to adjust the ignition and fuel after the new chamber and test with a 0.28 thin cylinder head gasket. Keep up your good work looking forward in case there is any difference on the track. because I will possibly order a pair of TF190 for My Dodge Dart GTS 340 to swap my edelbrock heads. Best Regards.
@@boowmopar9753 No problem my friend. I was just at the track today. The car did pick up a decent amount. I will be posting a video of the track day. Have a great week.
The thin .028 steel shim gaskets were designed to be used with cast iron heads. If a thin gasket were to be used I'd probably go with the cosmetic I've also used a Mr gasket Coated .028 with aluminum heads plus sprayed with copper coat. Haven't had issues with the Mopar thin on cast heads ever. That's what big blocks n hemis had. I'd be hesitant to try the steel shim with aluminum since aluminum does move around more and have heard of people having sealing issues with them on a aluminum head engine. The standard .039 fel pro is pretty fool proof. We have even reused them if they go back on the same head and deck side. Still would be a improvement over the .054. Also a zero deck piston .028 gasket n quench is getting pretty close for comfort so as long as the piston is about .005 down.
@@dannyfasttcars8612 I eventually would like to use a cometic gasket but I’ve never used a MLS gasket. I have had good luck with the .039 fel-pro gaskets though.
I've gone away from gaskets on thermostat housings. Mancini or equivalent aluminum (no chrome) thermo housing and perma right stuff only (no gasket) on SBM Edelbrock Air Gap RPM. Had same issue on recent rebuild, but quickly went no gasket and right stuff. No issues three yrs later in AZ.
@@Duster_Garage Do it. We have the same exact combo, 11 sec aluminum headed 360, A-body w/20 year old Air Gap RPM. I didn't think it would work until someone recommended it.
Awesome brother 👏 lookin forward to the ETs i had same issue with Edelbrock heads also for my 440. Same as you I'm running a milder cam, hydraulic flat tappets, Headman headers, 4.10 gears, ported edelbrock performer(ported gasķet match to the head), with a 780 holley, 3000 stall converter.
I feel your pain with the damn thermostat housing leaking,i finally just spent the money and put a billet one on mine that has the O ring and not gasket,hasn't leaked since! Car sounds great man,Im really lookin forward to the track numbers,hopefully you have good air to run in!👍 Ive got .030 MLS head gaskets with my J heads.
@@RT211Racing I saw Billet Specialties makes a nice housing with an o-ring. I think I’m gonna pick one up. Going to the track tomorrow. Air doesn’t look great but can’t do anything about that.
@Duster_Garage Yep,can't do anything about the air quality, it's not looking worth a crap for NNN either,but just the way she goes.This past weekend was great! I'll just be a couple 10ths slower next week 😢 lol
I would try more ignition timing for the track maybe. Also i wonder what rpm the engine turns at end of 1/4 mile? The track E.T.'s will be really something to see when you are done.
@@smilsmff I forgot to say, I have timing at 35 degrees total. The engine used to hit 6200 rpm at the end of the 1/4. Going to Mason Dixon tomorrow. Air won’t be great but can’t change that.
@@karlsracing8422 You’re 100% correct. They do have a much better chamber than the factory iron heads. And they’re 50 lbs lighter. It did end up picking up a decent amount in the 1/4.
I am very interested in your findings. I am seriously considering a 5.9L stroker with these heads. Seems tough to find a 360LA block for a reasonable cost here in Denver.
@@louarthur7648 The results I got with the TFS heads are impressive. They would have been more dramatic if my iron heads weren’t ported. The prices of all the Mopar small blocks are getting high. If you can find a 5.9 magnum out of a Ram truck, that might be your best bet. They work on a magnum block if oil thru pushrods and the Harland Sharp rockers are used.
Good morning buddy those Trick Flow Heads look excellent on your engine can’t wait to see what you do at the track. I bought a set of heads for my car, but I need to build a new motor separate question I see you have the water pump bypass blocked. Does your car still run cool ?even though the both on the pump blocked.
@@frankvottiero8704 Thanks man, they are pretty nice heads. To answer your question. It does run pretty cool. I drilled two small holes in the thermostat to keep some coolant circulating when the thermostat isn’t open.
@Duster_Garage I love that Duster hood just as it is. It would be Kool if them scoops could give you an edge..even if just heat extraction. I guess they would have to be turned backwards tho✌️🤠🌵
No power 360. You car looks great. I have a 1970 Cuda with a Vern smith 502 it will break the tires lose with a high idle. Its my Division one title car.
What about ethanol pump gas ? My 69 383 starts sticking valves on pump high test. I have to burn leaded airplane gas. Been thinking about these heads as a remedy for sticking valves . What do you think ?
@@peacemaker6156 good question. I have never had a problem running pump gas. Even with my factory iron heads. It’s possible your heads might have tight valve guide clearance. My trick flows were a little tight out of the box. Had to have my machinist open them up a thousandth.
Hello , I may have asked before. What kind and size of tire are you using on the rear of the yellow Duster ? Also what size rim and the backspace on it ?
@@chrisw5837 I’m using the same Mancini aluminum 1.6 rockers from my iron heads. The special Harland Sharps are only required if you are running the Trick Flow heads on a magnum block. Oil thru pushrods would be necessary as well.
@@Duster_Garage I think my comment was more directed at people using factory style rockers whcih came on iron heads which won’t work on these. So for most people aftermarket rockers are needed.
So hunters stroker was new...maybe 50 miles on it. Hydraulic roller cam ect hopefully you remember the motor specs...anyways went 11.3x we drove it to Bristol raced came back home...ran at trails for mopar Nats few weeks later I'll be damed if he didn't almost beat me...went 11.11 lol so along story short heads work pretty good motor was just tight...motor needed broke it and the 5 hrs drive did just that lol.I still mess with him though his best 11.116 I went 11.112 lmao..but he does have a hog of a cam brain out in California gave him the specs to give to comp for a custom grind....248 252 at 50 639 621 on a 110 ..scamps has a hair more duration 252 258 at 50 but only 561 561 on a 110...he also has 1 3/4 hooer super comps...scamp has cheesy hooer comps 1 5/8...as far as mph goes he does have me some I go 121 he'll go 121.5 to 122...for bolt on heads yea pretty good considering about the same price as eddies...but if a guy already has eddies no doubt in my mind would be to work them and out do trickflows❤ anyways duster looking nasty man
@@Robertadkins-h9c Thanks brother. You and your family/ friends have some seriously badass street Mopars. You guys know you’re shit and have a lot of good info. Better than a lot of people on here. I know making videos is a pain but I really enjoy seeing you guys cars in action. Take care P.S. we were at the track today. She picked up a decent amount. 😎
@Duster_Garage thanks for all the kind words man really appreciate it..your dusters and your garage are top notch forsure...can't wait for your new video with the new ET!
@@thomasatkinson5380 Not quite that much. I weight the heads before I put them on. 26 lbs lighter per heads compared to the iron heads. Still a substantial amount.
Why I watch your videos is because of your honesty.
@@CarFacts81 Thanks bud. I try to call it as I see it, without fluffing it up.
I think you did a great job on your video, the information was excellent that you gave helping someone that may be needing information with this head swap, best of luck at the track and I hope the heads work to your advantage
@@terrygrover6440 Thank you, I appreciate that. Should be going to the track today.
This is a great comparison, thanks for putting it up.
Big respect to the 2.02 J Heads, but 50 pounds lighter, quench chamber, and already-done CNC porting makes it a waste of money to fuss with the old stuff when Trick Flow is available.
I would have spent the money on the 0.036" quench head gasket though........
@@ExMxer3 You’re right, these Trick Flow heads are legit. And yes, I wish I would have used thinner head gaskets
Just got back from the track and she did pick up a decent amount.
@@Duster_Garage Right on!
Great content.. I have always wondered. Much appreciated can not wait to see the track numbers
@@ashleighormsby8232 Thank you, should be going to the track tomorrow 🤞
This will indeed be a great comparison, thanks for the data, will be watching!!
@@keithclark3079no problem buddy, I can’t wait to get to the strip.
Sounds great.
Your low and mid lift numbers will be up.
Even though you have a .500 lift.
I'll be watching your video going to the track.
I appreciate you sharing.
Have a great week.👍👍
@@edsmachine93 You’re right. Flow should be up across the whole curve. Intake and exhaust. Going to the track today. Hopefully everything goes well.🤞
Take care
@@Duster_Garage I hope you have a great day at the Track today.
Be safe.👍👍
Great video as always. I definitely think you’re gonna see big gains on the track!
@@JustMoparJoe Thanks Joe! Just got back from the track. She did pick up a decent amount. 😁
@@Duster_Garage power in the heads! You’re a good tuner too. That helps! Many people don’t understand the little things that add up.
@@JustMoparJoe You’re right on, the little details make the difference.
Sounds good and you had some good pulls!
@@rustymyers5934 Thanks! It’s a blast.
Hey man, just a few tips if you are having thermostat housing leaking issues. If it's chrome or coated the coating needs to be sanded off on the sealing surface. I have a mini belt sander which works great or a flat file wrapped with Emery cloth. I flat file sand with emery any sealing surface that isn't getting machined. Emery is also better since it last a lot longer than sand paper which i find is a one time use before making a mess. The emery last n lasts. Then just a bit of "right stuff" silicon on the gasket. It's the only stuff we use anytime silicon is needed. Night and day vs standard silicon. Standard once dry is still slippery and just peels off. Right stuff needs to be cut of scraped off then actually wire wheel or sanded since it really gets into the pores. Its also a lot harder to clean off if you get it on any off your fingers. It's also black so doesn't stick out like a sore thumb. It was actually designed in the 90's by either Chrysler or Gm. It comes in a 1/2 tube and used with a silicon gun. Also oil resistant. Regarding head swap great that you did a real A/B test to know exactly what the heads alone are worth. The next restriction will be the intake since a unported rpm only flows so much air. No matter how much the heads flow the HP potential is based on what the combination of intake/heads/carb. Many don't realize that so figure if the heads flow 300 @.600 and have a 600 lift cam that the engine should have the potential to make 2.2hp per CFM. What will be expected at the dragstrip is the HP potential will be based how what the heads can flow with the intake etc. As example(not using exact numbers) So if the heads flow 300 or say 260@.500(used cam lift) and once the intake is bolted to the heads the rpm goes about 248ish @.600 n maybe 220@.500 that -40cfm variance will be why the car doesn't pick up as much power as expected if a person was just calculating the difference between the ported cast heads vs trick flow flow numbers.(Hope that makes sense) The biggest gains after to take advantage of the new heads will be getting the intake or another intake to flow as best as it can. I know the port entrance on the trick are a bit larger vs stock while the cast intakes are usually much smaller in comparison. The victor is closer to 318 size to a cpl inches into the runner. While off the carb pad the runners start larger and tapper down. Maximizing the intake port exist as far in as possible is the first step in helping the intake flow better to closer match what the heads flow. Unfortunately most the intakes we have available were designed before standard rocker location heads reached the 300cfm mark. The rpm worked well till about 255ish CFM and the victor/M1 about 270ish. Best I've seen so far a fully porter Victor on a 318 CFM head is about 280. I've been able to get the intake itself from 270 up to 350cfm. Just once bolted one hasn't been able to hit 290. The Indy with redrilled bolt pattern haa been the closest at about 296. So either way at least a guy will know where a lot more HP will be on tap. Along with more lift to open the valves of course.
@@dannyfasttcars8612 I did get the T stat gasket issue resolved. I’m going to have to get some Right Stuff, everyone has been saying how good it is.
Thank you for all the good info on the intake flows. I think I’m gonna pick up a used M1 to try.
I have a set on my 340 .They work great on the street.
@@rontofflemire6165 they are a really nice head. And they work really well.
Gorgeous car. Will check out your other videos to see more about it.
@@war6431 Thanks brother, I appreciate that.
Cool vid bud, love those black rims!
@@CashMopar Thanks brother. I love the black steelie look too. I’ve been rockin’ it since high school with that car.
I think you'll gain for sure.... and potential to grow
@@318willrun I just got back from the track. She did pick up a decent amount. My butt dyno must be off. 😂
Thanks for the update. Going to interesting to see if there is any gain at the strip. Hopefully at least a tenth or two👍good luck.
@@sunriseexpress4961 yes sir! She picked up. Was at the track today
Great Video, thank you for posting! Eagerly awaiting the video from the track. Knowing that it picked some up now, it would be great to see a comparison with an as cast Victor 340 or a standard port Holley Strip Dominator.
@@drmopar6122 Thanks buddy. I would like to try a single plane eventually and see the difference.
Good info. I have often wondered how an aluminum performance head would work on my 340? And what improvements I would see. I have a .487 lift cam and forged 10:1 aluminum pistons. It’s.30 over and has J heads. It’s just a street car and it’s in a 70 Challenger. So you are a lot lighter. Looking forward to the 1/4 mile times to see the improvement. Thanks for the video.
sounds like you have a similar engine combo as me. Should see the results tomorrow at the track. take care.
I like the route of your cruise. You hit 116 going to York, and then ripped it up a little over codorus.
@@TrevorThomas31 You got it. Almost like you would have grown up around there. 😂
Love your channel bud. Good advice too. I had a 427 dart block small block built with 227/235 heads. Very aggressive cam. My channel is young and I plan on making a video showing all I've done. Take a look at my limited content if interested. 🎉
Hi very nice that you made a video on the street that I suggested. Understand that it is tough and try to explain if there was even a difference. Your honesty and information was very good.
I absolutely believe there is a difference even in low lift areas, where the tf190 flows much more than the J cylinder heads.
a thought that might be helpful if you are going to try to adjust the ignition and fuel after the new chamber and test with a 0.28 thin cylinder head gasket.
Keep up your good work looking forward in case there is any difference on the track.
because I will possibly order a pair of TF190 for My Dodge Dart GTS 340 to swap my edelbrock heads.
Best Regards.
@@boowmopar9753 No problem my friend. I was just at the track today. The car did pick up a decent amount. I will be posting a video of the track day.
Have a great week.
The thin .028 steel shim gaskets were designed to be used with cast iron heads. If a thin gasket were to be used I'd probably go with the cosmetic I've also used a Mr gasket Coated .028 with aluminum heads plus sprayed with copper coat. Haven't had issues with the Mopar thin on cast heads ever. That's what big blocks n hemis had. I'd be hesitant to try the steel shim with aluminum since aluminum does move around more and have heard of people having sealing issues with them on a aluminum head engine. The standard .039 fel pro is pretty fool proof. We have even reused them if they go back on the same head and deck side. Still would be a improvement over the .054. Also a zero deck piston .028 gasket n quench is getting pretty close for comfort so as long as the piston is about .005 down.
@@dannyfasttcars8612 I eventually would like to use a cometic gasket but I’ve never used a MLS gasket. I have had good luck with the .039 fel-pro gaskets though.
Very good input there.
I've gone away from gaskets on thermostat housings. Mancini or equivalent aluminum (no chrome) thermo housing and perma right stuff only (no gasket) on SBM Edelbrock Air Gap RPM. Had same issue on recent rebuild, but quickly went no gasket and right stuff. No issues three yrs later in AZ.
@@WesternSportSpecial that is what my buddy said. He swears by that Right Stuff.
Thanks for the info
@@Duster_Garage Do it. We have the same exact combo, 11 sec aluminum headed 360, A-body w/20 year old Air Gap RPM. I didn't think it would work until someone recommended it.
Awesome DG《☆》It will be interesting to see what it does at the Track. I imagine the weight savings alone is worth something✌🏼😎☯️
@@bdogjr7779 Just got back from the track and she did pick up a decent amount 😎
Awesome brother 👏 lookin forward to the ETs i had same issue with Edelbrock heads also for my 440. Same as you I'm running a milder cam, hydraulic flat tappets, Headman headers, 4.10 gears, ported edelbrock performer(ported gasķet match to the head), with a 780 holley, 3000 stall converter.
@@70stunes71 yeah, I think the tight guides are a common thing with aftermarket heads. That sounds like a sweet setup.
@Duster_Garage Thanks, best wishes with you're new set up, looking forward to the ET results !!
@@70stunes71 thanks buddy
I feel your pain with the damn thermostat housing leaking,i finally just spent the money and put a billet one on mine that has the O ring and not gasket,hasn't leaked since! Car sounds great man,Im really lookin forward to the track numbers,hopefully you have good air to run in!👍 Ive got .030 MLS head gaskets with my J heads.
@@RT211Racing I saw Billet Specialties makes a nice housing with an o-ring. I think I’m gonna pick one up. Going to the track tomorrow. Air doesn’t look great but can’t do anything about that.
@Duster_Garage Yep,can't do anything about the air quality, it's not looking worth a crap for NNN either,but just the way she goes.This past weekend was great! I'll just be a couple 10ths slower next week 😢 lol
I would try more ignition timing for the track maybe. Also i wonder what rpm the engine turns at end of 1/4 mile? The track E.T.'s will be really something to see when you are done.
@@smilsmff I forgot to say, I have timing at 35 degrees total. The engine used to hit 6200 rpm at the end of the 1/4. Going to Mason Dixon tomorrow. Air won’t be great but can’t change that.
Nice video! Also what is the brand and specs on your camshaft for the 360?
@@Abody_Garage Thank you. It’s an old Mopar Performance .484 lift. 241 duration @ .050. 108 LSA.
I think Comp cams makes a copy of it. Nostalgia cam.
Thanks for taking the time…
@@DJTruth_1970 No problem buddy
@@Duster_Garage had to stop on my Duster & Chevelle to build a new 42’x45’ shop. Should be almost completed this week
@@DJTruth_1970 Nice! That’s a huge shop! You’re going to love it
Not just flow numbers the combustion chamber plays a pretty big part in power production and these have a nice one.
@@karlsracing8422 You’re 100% correct. They do have a much better chamber than the factory iron heads. And they’re 50 lbs lighter. It did end up picking up a decent amount in the 1/4.
I am very interested in your findings. I am seriously considering a 5.9L stroker with these heads. Seems tough to find a 360LA block for a reasonable cost here in Denver.
@@louarthur7648 The results I got with the TFS heads are impressive. They would have been more dramatic if my iron heads weren’t ported. The prices of all the Mopar small blocks are getting high. If you can find a 5.9 magnum out of a Ram truck, that might be your best bet. They work on a magnum block if oil thru pushrods and the Harland Sharp rockers are used.
I think a roll cage is in your near future mister! Sounds good.
@@like-a-pike4654 You’re right, they may kick me off the track if I go too fast. 👍
Great Vid
@@markymark694evr thanks buddy
Good morning buddy those Trick Flow Heads look excellent on your engine can’t wait to see what you do at the track. I bought a set of heads for my car, but I need to build a new motor separate question I see you have the water pump bypass blocked. Does your car still run cool ?even though the both on the pump blocked.
@@frankvottiero8704 Thanks man, they are pretty nice heads. To answer your question. It does run pretty cool. I drilled two small holes in the thermostat to keep some coolant circulating when the thermostat isn’t open.
Good luck at the Track. Did You ever think about making them hood scoops functional??👍🤠🌵
Thanks buddy, I wouldn’t mind getting a fiberglass hood with a functional scoop.
@Duster_Garage I love that Duster hood just as it is. It would be Kool if them scoops could give you an edge..even if just heat extraction. I guess they would have to be turned backwards tho✌️🤠🌵
Im watching this between rounds at war in the woods lol Do u ever think of running ethonal? Seems to pick up a few 10ths
@@HermanMunster-o2j Nice! If I do a build that is over 12 to 1 compression, I would definitely run e-85. Way cheaper a gallon than race gas.
How did the dragstrip test go?
Just curious.
Have a great day. 👍
@@edsmachine93 I’ll say I was pleasantly surprised. I got some footage from the track. Planning on making a video. 👍
No power 360. You car looks great. I have a 1970 Cuda with a Vern smith 502 it will break the tires lose with a high idle. Its my Division one title car.
@@rexmasters1541 that’s cool 😎
No power 360? Yea we don't run sh!TTY big blocks...small Chrysler to the front❤
What about ethanol pump gas ? My 69 383 starts sticking valves on pump high test. I have to burn leaded airplane gas. Been thinking about these heads as a remedy for sticking valves . What do you think ?
@@peacemaker6156 good question. I have never had a problem running pump gas. Even with my factory iron heads. It’s possible your heads might have tight valve guide clearance. My trick flows were a little tight out of the box. Had to have my machinist open them up a thousandth.
Hello , I may have asked before. What kind and size of tire are you using on the rear of the yellow Duster ? Also what size rim and the backspace on it ?
@@franklong8573 no problem, they are 275/60r15 tires on 15x8 wheels. 4.5” backspacing.
@@Duster_Garage Thanks for the info , same size that I am currently using on the back of both my 70 and 73 Duster , but I am running street tires.
What rockers were you using before. I thought trick flows recommend using Harland sharp shaft rockers?
@@chrisw5837 I’m using the same Mancini aluminum 1.6 rockers from my iron heads. The special Harland Sharps are only required if you are running the Trick Flow heads on a magnum block. Oil thru pushrods would be necessary as well.
@@Duster_Garage I think my comment was more directed at people using factory style rockers whcih came on iron heads which won’t work on these. So for most people aftermarket rockers are needed.
Just awesome. Do you have to run race gas or do you run pump gas
@@maximuswedgie5149 thanks buddy. I’m able to run pump gas, 93 octane.
hi nice duster what year is it.
@@JoeFilardi Thank you, it’s a ‘71.
So hunters stroker was new...maybe 50 miles on it. Hydraulic roller cam ect hopefully you remember the motor specs...anyways went 11.3x we drove it to Bristol raced came back home...ran at trails for mopar Nats few weeks later I'll be damed if he didn't almost beat me...went 11.11 lol so along story short heads work pretty good motor was just tight...motor needed broke it and the 5 hrs drive did just that lol.I still mess with him though his best 11.116 I went 11.112 lmao..but he does have a hog of a cam brain out in California gave him the specs to give to comp for a custom grind....248 252 at 50 639 621 on a 110 ..scamps has a hair more duration 252 258 at 50 but only 561 561 on a 110...he also has 1 3/4 hooer super comps...scamp has cheesy hooer comps 1 5/8...as far as mph goes he does have me some I go 121 he'll go 121.5 to 122...for bolt on heads yea pretty good considering about the same price as eddies...but if a guy already has eddies no doubt in my mind would be to work them and out do trickflows❤ anyways duster looking nasty man
@@Robertadkins-h9c Thanks brother. You and your family/ friends have some seriously badass street Mopars. You guys know you’re shit and have a lot of good info. Better than a lot of people on here. I know making videos is a pain but I really enjoy seeing you guys cars in action.
Take care
P.S. we were at the track today. She picked up a decent amount. 😎
@Duster_Garage thanks for all the kind words man really appreciate it..your dusters and your garage are top notch forsure...can't wait for your new video with the new ET!
What is the value on something like this 32K
@@octane2099 I’m not sure. Prices these days are ridiculous. That is probably a fair estimate.
Lighter heads you'll pickup a coupke tenths.
what mufflers are yoh running?
@@jesselent7894 they are just cheapo 3”Summit 2 chamber mufflers.
What cam are you running?
@@BradFerguson-k2v it’s an old Mopar Performance 484 cam. 241 duration @ .050 lift. .516 lift with the 1.6 rockers.
@@Duster_Garage is that a hydraulic roller? i'm building a 408 stroker 360 magnum block. and I love the sound of yours.
Thank you.
@@BradFerguson-k2v no, it’s just a flat tappet cam. It’s a 108 lsa. 108s have a rowdy sound.
Over time you should see a real nice outcome.
@@Comet-hn3gm You’re right. They are nice heads and they did improve performance. Track day video is coming soon.
Well for one bud those heads will take some weight off the nose, and I’m sure your car will be faster in the deep end.
@@JayGuitars1 yes, the weight savings should help. I’m hoping the better flow helps the big end. Should make more power.
You probably lost 100 lbs on the nose going to Aluminum heads. Lol
@@thomasatkinson5380 Not quite that much. I weight the heads before I put them on. 26 lbs lighter per heads compared to the iron heads. Still a substantial amount.
LMAO want us to pay to watch this stuff, NOT.
Where's your video and info???
@@JerryM-p2v that’s fine, don’t watch.