Mopar performance 360/380 hp crate motor

From Hughesengines web site;

Lift - I - E
.100 58 59
.200 109 103
.300 168 145
.350 192 157
.400 212 165
.450 228 172
.500 236 177
.550 238 180
.600 238 N/A

Trick Flow #’s from there site;
.100" 66 54
.200" 134 121
.300" 200 181
.400" 248 213
.500" 281 231
.600" 293 237
.700" 301 240


The in favor of the Trick Flow difference below.
The minus symbol shows deficit.

Lift - CFM I/E
.100 / 8 ... -5
.200 / 25 ... 8
.300 / 91 ...78
.400 / 36 ... 48
.500 / 45 ... 54
.600 / 55 ... 57 if the port holds at the previous test lift @ .550.

The TF gain @ .500 is 45 cfm on the intake. IF I read you right, just by the way you are thinking, 1 hp per cfm is what you were getting at for a street build return on air flow? As per your 50 hp gain suggestion.

Ehhhhh, IDK about that but that would be freakin awesome though. Anything is possible.

I think @RAMM, @ou812 or @IQ52 would really have a good handle on this. They would know IMO.

Those TF heads do look like a excellent street head for sure.
TF-190 vs my W5’s (that gave up the ghost a bit early. Big bummer but not horrible by any means.)

4.00 bore ———— —- 4.03 bore ———— 4.125 bore
.100" 66 54 ————- .60 - .53 ———- NA
.200" 134 121 —— 115.5 - .100.4 ——121 - 110
.300" 200 181 —— 172.6 - .141.8 —— 180 - 151
.400" 248 213 ——- 230 - 176.9 ——— 228 - 184
.500" 281 231 ——- 275.7- .198 ——— 278 - 206
.600" 293 237 ——- 294. - .212 ———- 308 - 218
.700" 301 240 ——- 288.6 - 222 - @.650 312 — @.700 235

The W5 head at least has a large unobstructed pathway.