MoPar W2 head PN P4532693 ?

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POLISH AVIATOR

POLISH AVIATOR

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This thread is for the general discussion of the Article MoPar W2 head PN P4532693 ?. Please add to the discussion here. From what I have found, they are around 1997 vintage. Does anybody have an old performance catalog that states if it is 59 degree or 48 degree?

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I don’t have a “‘97” catalog, I have a ‘98 & a ‘92.
These “693” heads do not appear in ether of these catalogs.

If you can show a picture of the head showing the exhaust side but looking at the back wall of the intake side where the pushrods would go, it can be told what head that is.

The 48* heads have a caved out area where the pushrod will travel for clearance of the pushrod.

These heads can be used on a standard 59* block.
 
Per Mancini, that P4532693 is a casting number for use with 48 degree lifter blocks:

"For use with 48 Degree lifter blocks. Features flat-machined rocker pads that require the use of T&D race rocker arms and long valves. Heads must be oiled through the tappets and hollow pushrods. Older style rocker stands and rocker systems do not work with these heads. Valve diameter 2.02" Intake, 1.60" Exhaust 62cc Chamber Tall Stands - Dual pattern exhaust - Cast # P4532693"

Mopar W-2 48 Degree Lifter Cylinder Head Set
 
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DC 340 said:
Per Mancini, that P4532693 is a casting number for use with 48 degree lifter blocks:

"For use with 48 Degree lifter blocks. Features flat-machined rocker pads that require the use of T&D race rocker arms and long valves. Heads must be oiled through the tappets and hollow pushrods. Older style rocker stands and rocker systems do not work with these heads. Valve diameter 2.02" Intake, 1.60" Exhaust 62cc Chamber Tall Stands - Dual pattern exhaust - Cast # P4532693"

Mopar W-2 48 Degree Lifter Cylinder Head Set
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I was looking into this recently and I’m pretty sure that casting number was used for 59 degree heads as well. This is a later casting with reinforced material near the bolt holes. The only way to know what you have is to look at the features on the head, unless you have the original box that came in that has the part number printed on the label. 48° heads have scalloped cut outs on the intake face for the push rods clearance.
 
As mentioned in the above posts, P4532693 is a casting number not a part number.
Many W-2 heads were found in various Mopar Performance Catalogs.
Same casting number was used on some w-2 heads with different part numbers.
The following info is from the 1999 Mopar Performance catalog.

W-2 econo heads
59 degree head, 70cc chamber with cast - in pedestals designed for rocker arm shaft packages.
P4529994 head with standard length valve
P4529995 head with long valve

Race heads:
Flat machined rocker pads that require rocker stands and long valves for higher lifts.
P4529446 Race 59 degree head, 70cc chamber.
P5249769 Race 59 degree head 65cc chamber
P5249770 Race 59 degree head 55cc chamber
P4876336 Race 48 degree head 47cc chamber

Many more details about W-2 heads can be found in the Small Block A Engines Mopar Performance Manual
Part number P4876826
 
Post up some pics for us. My 48* heads are 56cc, open chamber. T&D rocker gear. I saw that Mancini ad awhile ago. Even contacted them to see if still available. No response. Probably have to call to talk to someone who has a clue. Thought about running them on a 318 I have. Racer Brown solid cam around here somewhere with .570 lift. Lol
 
Those are machined for 59 degree tappet angle, oil through the decks for offset drilled blocks and rocker shafts and 18 degree valve angle. Looks like it was cast in 1997.

I have also seen those castings machined for 48 degree tappet angle and for castings made starting in January 2002 for T&D or Jessel rocker systems only (no drilling of the deck for shaft oiling and different pedestal height and bolt placement).
 
Awesome heads. Have added strengthening ribs. I've always dealt with open chambers. Let us know how those closed do. Gonna make some steam.
 
Rocket said:
Those are machined for 59 degree tappet angle, oil through the decks for offset drilled blocks and rocker shafts and 18 degree valve angle. Looks like it was cast in 1997.

I have also seen those castings machined for 48 degree tappet angle and for castings made starting in January 2002 for T&D or Jessel rocker systems only (no drilling of the deck for shaft oiling and different pedestal height and bolt placement).
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Just curious, is the give away the machined encroachment into the valve cover ridge?
 
Right …. That’s why my shafts are not getting much oil coming out at idle . Oil is most likely being blocked by either the head stud , shaft stud or both . I noticed the feed hole coming up thru the head bolt hole then redirecting to the shaft pedestal on my other set of W2s and thought it odd but didn’t put 2and 2 together!
Thanks @Rocket !
Mystery solved
 
mbaird said:
Right …. That’s why my shafts are not getting much oil coming out at idle . Oil is most likely being blocked by either the head stud , shaft stud or both . I noticed the feed hole coming up thru the head bolt hole then redirecting to the shaft pedestal on my other set of W2s and thought it odd but didn’t put 2and 2 together!
Thanks @Rocket !
Mystery solved
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@Oldmanmopar has talked about this and I believe he showed pictures of a head bolt that they indexed and machined a groove into in order to allow more oil flow to the rocker shaft. I wonder if you could reduce the bolt diameter on a lathe. Not the threads, just the shaft with a slight taper? Wouldn’t take much; few thousandths would help.
 
SSG_Karg said:
@Oldmanmopar has talked about this and I believe he showed pictures of a head bolt that they indexed and machined a groove into in order to allow more oil flow to the rocker shaft. I wonder if you could reduce the bolt diameter on a lathe. Not the threads, just the shaft with a slight taper? Wouldn’t take much; few thousandths would help.
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I’m thinking filing a small slot from the feed hole up in the head bolt hole with a triangle file then the same for the stand would be better. Dont want to compromise the studs .
 
Note…..I use both shaft and pushrod oiling so I don’t want too much shaft oiling.
 
What Oldmanmopar does for head studs, as shown in other threads on this site, is to mill a channel into head studs on small blocks, W2 or other LA heads studs, so there is no restriction in getting oil past the stud and up into the rocker pedestal. This is not needed for head bolts because they have a taper formed into them below the bolt head where the oil flows past the bolt. Studs are uniform thickness from top to bottom, cutting off some of the oil flow up to the pedestal.
 
The usual story. Factory designed parts vs aftermarket. Aftermarket missed reason why something was designed the way it was.
 
These are my 48s. Cuts for pushrods. Wish I took a pic of the chamber side. Oil through pushrods not heads. Believe what you have are considered second gen heads. Fixed issues with first gen; stronger. Still can use older rocker gear.

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