![indy 440-1 heads indy 440-1 heads](https://s.yimg.com/aah/chucker54/440-ez-1-7.png)
050-inch number is quoted, but the duration at. The aggressive number 5964 lobe our custom cam is based on may seem short on duration when the. 600-inch, representing a very demanding combination. 050-inch lift, our combo will open the valves to a maximum of just a hair under. Our cam combo would put them to the test, with the extraordinarily fast Comp XEHL hydraulic flat-tappet cam, and our selection of custom 1.7:1-ratio Harland Sharp rockers. The Comp springs were installed with the required special retainers, and a set of Comp SuperLocks for the Indy 111/432-inch stem valves. Installed at 1.900 inches, the springs will provide 148 pounds of seat load, and 369 pounds of load over-the-nose with our cam combo. The beehive springs reduce spring mass, and the winding design makes the springs much less susceptible to harmonic spring surge, a primary factor in loss of valve control. We have witnessed these springs dramatically increase rpm potential, while running at a reduced spring load, and were eager to give them a try in a Mopar flat-tappet hydraulic application. We've seen the beehives in action on other applications, typically hydraulic rollers, with impressive results. Though the Indy heads are offered fully assembled and ready to run, we elected to go with our choice of Comp's new beehive valvesprings (PN 26120).
#INDY 440 1 HEADS FULL#
Both the Big and Little Easy full CNC ported heads are designed to oil the rockers via Indy's convenient external oiling system. For the popular stroker combos being built these days, this cylinder head offers the flow potential, volume, and cross-section to make serious use of the available displacement. Like the Little Easy, the Big Easy receives the full Windjammer CNC treatment, and flow is through the roof at 370 cfm. With a 325cc intake port, the Big Easy utilizes the offset intake rocker arrangement of the original Indy-1 heads. For bigger inch stroker or higher-powered applications, Indy has an even larger version of the EZ available, the 440 EZ-325 CNC, called the Big Easy. The fully CNC-ed Little Easy, at 355 cfm, was just too tempting for us to pass up in our project, offering awesome power potential, simple installation, and plenty of port volume to make our 446 really come to life. Measuring in at 295 cc, the Indy 440 EZ-295 CNC, affectionately called the Little Easy, scales intake port flow up to a lofty 355 cfm, while still utilizing standard factory-spec rockers. Things really get interesting with the EZ casting treated to Indy's full Windjammer CNC porting of the intake, exhaust, and chamber. The clincher was a look at the flow numbers.
#INDY 440 1 HEADS FREE#
The Indy heads free up the area under the spring seat, which is critically short in production-style short-valve heads. With the raised intake runners working down the port to Indy's trademark long valves, the layout has distinct performance advantages, including a taller, deeper, port in the bowl and short turn, and a more appropriately sized port volume for a big-block engine. The architecture of the Indy head was designed from the onset with large high-flowing ports in mind.
#INDY 440 1 HEADS MODS#
Weighing which approach would better serve those looking to duplicate our effort, the cold reality is our insanely modified castings represented more work and one-off esoteric mods than even we'd ever want to attempt again, much less pay for. We had scores of hours of porting time in our low-port MP heads, and achieved respectable flow, but the new Indy heads offered something our highly modified castings couldn't match-power and performance right out of the box. The stock exhaust location eliminates potential complications in fitting existing header designs in most applications, but what really got our attention was the EZ performance potential.
#INDY 440 1 HEADS SERIES#
Enter The Indy EZThe 440-EZ series is based upon the popular Indy SR series of heads, but with casting revisions to the intake, and a relocated exhaust port, putting the exhaust back to the stock location from the raised SR position.