could somebody give me a web site that could tell me about the oem cylinders heads for the mopar 360. j, w2, w5 rectangular port.

 

Go to Allpar.com and go to the forum section. Ask in either the tech help or performance section and they will know. I know some about them but not a ton. There are also good tech articles on the 273, 318, 340, and 360 engines. It's a great site with lots of information. What specifically do you want to know? I'm sure I can find the info for you if I don't know.

 

i just wanted to know how can you identify them and, which one would be better for a stock replacement. i know a little about some. the w-5 are aluminum heads the w-2 somewhat simular to the w5 but inexchangeble to an extent. the j heads were are the police cars and the standard ones. would it even matter what kind they are when i get ready redo the whole valve train assembly.
double springs
1.67 ratio rockers with shaft. i think thats right
2.02 in, 1.80exh. valves. yeah thats what i wanted to know would long valves cause an interferrence on a stroke out 360
of course: seats, retainers, locks exc.
ii think thats is it

 

If you're building a hi-po 360 (like upwards of400 horse power) and it's going to be used for drag racing and needs lots of horsepower at high rpm ranges, I'd have a pair of stock 360 J heads ported out to the 2.02" intake and 1.60" exhaust valve sizes and make sure they port the heads all the way through the runners out the intake and exhaust ports, or use the W heads. The W heads are not going to be any good for street use however,so if this car is going to be a street car, don't take the power "shortcut" and put everything in the motor that will get you max horsepower, because you'll get embarassed on the street by much weaker cars when you have no torque and your power doesn't kick in till 4000 rpm. If it's gonna be a street car, i'd keep the stock J heads with the 1.88" and 1.60" valves. You'll still be able to make plenty of horsepower, but you'll make alot more low end torque and have much better throttle response than with 2.02" intake valves. Also, if you're worrying about valve-to-piston clearance, why are you going to use 1.67:1 ratio rocker arms? The higher the ratio on the rockers, the more lift you'll get, but the rockers will also flex more. There's really no point in it and the most gain i've heard of from switching from 1.5:1 to 1.6:1 or 1.7:1 rocker arms is maybe 10 horsepower. If you want more lift, throw a new cam in the motor while you're changing out the heads. Here's how you can calculate your valve-to-piston clearance: Make a play dough pancake and put it on a cylinder and lay the heads on the motor with maybe only 2 bolts tightened. Crank the motor around a few times by hand, then pop the head back off and look at the imprints in the clay. You want a little extra room. If the valve cleared all the clay out of its wayand you can see the piston, that's not good.
So to review:
Best stock replacement head is the 360 J head with the 1.88" intakes and 1.60" exhausts. Do notport to 2.02" intakes unless the motor is for a race car, I think you will be disappointed with the low rpm torque and throttle response.
If you're worried about clearance, don't use high-ratio rocker arms. Just use the standard 1.5:1 ratio.
Last, the '2.02' and '1.60' doesn't refer to the length of the valve, it refers to the diameter of the valve head. Any valve you buy for your motor will be the same length. The factors that change how far off the seat (or how far down into the chamber) the valves will go are the camshaft and the ratio of the rocker arms.

 

They do make what is called long vavles for the small block .But they are for W style heads or you have milled the rocker stands off to use raised rocker shafts .The long vavle come as 2.08 and give you room for cams over .600 lift.