With the crankshaft and rods from a raised-deck Chrysler big-block wedge (413, 426, or 440) and custom pistons with the proper pin height, the low-deck 400 expands to 451 cubic inches. The motor's deep-skirt crankcase design is very rigid and can withstand up to 900 hp. The core of the assembly is a decidedly mundane cast-iron low-deck 400 block pirated from a '73 Chrysler Newport. Similar performance can be achieved for significantly less money if the builder uses items like stock forged rods and iron Indy heads. But that's because the customer insisted on the ultimate in reliability, hence the inclusion of premium parts. RBRE assembled this tall-torque heavy for a well-heeled street performance enthusiast, and the tab came to about 11 grand. The stroked 451 low-deck motor outlined here sports a mere 10.5:1 compression, a streetable flat-tappet camshaft, and mildly reworked aluminum Indy heads, yet it produces an astounding 673 hp at 6,900 rpm and 527 lb-ft of torque at 5,400 rpm. The fact is, he and the crew at Ray Barton Racing Engines (RBRE) also work wonders with wedge-head Mopars. Couple either one with a little CNC cleanup of the chamber and you’re in for some good heads that just got better.Widely regarded as one of the world's best Mopar engine men, Ray Barton is famous for his NHRA record-setting Super Stock Hemis. If a Max Wedge port is required, then they’ll remove the intake port lip entirely. This unique design allows for customers that want to use a standard port intake manifold,” says the Tech Center.Īs part of their Super Prep or CNC Super Prep packages, Hughes fills the roof of the port to smooth the transition for those that want to maximize flow while keeping a standard port size. They will accept either the standard 440 port manifolds or the Max Wedge manifold. “The INDY EZ heads have a unique intake port gasket face. Just like everything else Mopar-related, Hughes Engines figured out how to make the best out of an already-awesome 440 EZ product with their own magical touch. The latter even came up with a design that made it easy to put high-performance heads on big-block A-bodies, aptly named the “440 EZ.” In fact, a flip through the big-block chapter of the Hughes Engines catalog nets no less than forty variants of aftermarket aluminum air directors from suppliers like Edelbrock, Trick Flow, and Indy Cylinder Head. It’s clear now that the muscle car market was (and still is) hungry for a high-quality, lightweight head. Early on in the transition, selection was slim as market appetite took shape.
While a set of ported, cast iron “906” cylinder heads might have been the pinnacle of piston-topping performance circa 1990, the proliferation of aftermarket aluminum heads over the last thirty years has turned most factory pieces into hefty paperweights.
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