Q1. Do your "street engines" require octane booster or lead additives to operate?
A: No. Maund Motorworks believes that a "street engine" is an engine that you can put in a normal driving car and take to the local Exxon to fill up with normal pump gas when needed, just like a newer vehicle. Also, all older style iron cylinder heads such as the 906 Mopar heads get retrofitted with stellite exhaust seats for use with modern unleaded fuel. Some heads need them, some do not as some of the later model head castings already have them. But if they do not have the hardened seats, we make sure they are installed.

Q2. Do the "street engines" cause excessive idle issues and/or power brake issues because of the high-performance camshafts? And why use them in the first place?
A: Not typically. We use the RV and Hemi-grind hydraulic camshafts for a couple reasons. The first is performance. These cams offer better performance than the stock cam the engine originally had while not being so radical that it causes vacuum problems with power brakes or idles ridiculously high at a stoplight. The second reason these cams are used in our baseline engine packages is price. The cost of an RV or MP Purple Shaft hydraulic cam & lifter kit is about the same as the stock replacement, so this gives the customer better performance for the same price.

Q3. Why do these engines have a relatively low advertised HP output compared to those of the competition?
A: There are two reasons. The first reason is fuel.
The 375HP 440 Mopar from 1969 made every bit of 375HP back then. But consider the fuel back then vs. the fuel we have today. On today's pump unleaded that 440 will make considerably less horsepower. Modern gasoline lacks the higher octane ratings and compounds like tetraethyl lead that the old gasolines had. So we try to be realistic about things. Our baseline engine packages use a higher performance camshaft and an aluminum intake to enhance their performance. By doing this, we have successfully compensated and then some for the power loss that comes from modern unleaded fuels. The second reason is that Mopar was notorious for underrating their power levels. Maund Motorworks believes that if Mopar did it, we should too.

Q4. What is the advantage to spending all that money to go to aluminum heads?
A: There are many advantages to using aluminum heads.
The first is weight. Aluminum heads are considerably lighter than their cast iron ancestors. The second advantage is construction. Unlike the aluminum heads of the 1960s that were expensive and troublesome, modern aluminum heads are made with modern computerized casting systems and CNC machining technology that was simply unheard of 40 years ago. Combine those technologies with the advances in metallurgy that have come about since then, and the case is clear that aluminum heads are superior in construction. Another reason is performance. Most aluminum heads on the market feature bigger valves and ports than their iron ancestors. In basic form, the aluminum heads usually outperform their cast iron counterparts. Even with ported cast iron heads, the aluminum heads usually are tough competition. And the final advantage is price. Original head castings are getting more and more expensive all the time. So consider what it takes to put together a performance set of big block Mopar iron heads. First, a viable set of heads to use are not cheap. Then consider the cost of machining and all the new parts such as bigger valves and springs. And don't forget about those hardened seats if you have older heads. Then factor in the cost of a good port job. A good port job can cost upwards of $800+. And all this is being done to a set of heavy, 35+ year old castings made with 35+ year old technology. With aluminum heads, they are lighter, perform better, and you have spent the same money (sometimes less) for new stuff.

Q5. Doesn't aluminum crack when it gets too hot?
A: Any vehicle requires a good cooling system.
Without this, any head will fail from heat whether it is aluminum or cast iron. Another nice thing about aluminum is that it is 100% repairable. Imagine that set of iron heads in answer 4 that had all that work and money tied up in them. What happens if they cracked? Chances are they would get thrown in the scrap pile because cast iron is difficult and expensive to weld if you can even find someone good enough nowadays to even do it. And if those heads are doomed to the scrap pile, then the process and expenses start all over again. If you crack aluminum, it can be easily welded up and remachined for considerably less money. It's almost like a one time investment.

Q6. What about overall longevity of the engines?
A: In the case of the big Chryslers, their downfall was oiling. Even in our baseline engines, Maund Motorworks makes upgrades in the oiling systems to enhance longevity. Our baseline upgrade is to use a high volume oil pump and mill the block for a 1/2" Hemi oil pickup tube instead of the stock 3/8" tube. The next step up would be using a deep sump oilpan. The next step up from that would be going to an external pickup system which despite its additional cost it's a good investment. The last way to go is dry sump, but it is expensive and not really necessary on a street-driven vehicle.

Q7. Is it worth spending the extra money on the top end of the engine?
A: Yes, yes, and YES! A common misconception is that all the money should be dumped into the bottom end of the engine. You can't have a good engine without a good bottom end, but the bottom end is typically the easier and cheaper part of the engine to build. As long as you have good quality components properly assembled, you have good peace of mind that the engine will hold together. But remember that the bottom end only holds the fire--the top end makes the fire. You can only get out of an engine what you can put in it. So if that big intake on those Indy heads can get more mixture in, you can get more power out.

Q8. Why Indy heads and not Edelbrock?
A: Bang for the buck. Edelbrock heads cost a little less than the basic Indy SR heads, but the Indys outperform the Edelbrocks and are more versatile overall since the Indy heads are a better platform to go up with if the owner chooses to. We do offer engine packages with both Indy and Edelbrock heads and all packages have been working well for us.  Maund Motorworks believes that if you're going to spend the money, longevity is just as important as performance.
And a little money now can save a lot later.

Q9. What if I want something a little different from the build sheets advertised?
A: No problem! If it is a minor change, such as a different cam spec, we just adjust the price according to the difference in the parts cost if we even have to sometimes. If major changes are to be made that affect other components, we will put together a build sheet for an engine that will suit your needs with a price. We will build almost anything. And we're always looking for the more out-of-the-ordinary things. If we can't get a part, we make it. So even if the engine you desire is something really wild or strange, contact us.