I highly doubt the Mopar Direct Connection Catalogs and Mopar 2.2 racing books were telling people that the 655 heads had low flow simply to sell them 445 heads.
Both the books and catalogs were aimed at people building stomp down high RPM high horsepower racing engines.
I am quite sure that the engineers at the Chrysler/Shelby High Performance Center used sound scientific methods along with test vehicles and engines to clearly prove and demonstrate that the 445 heads performed better than the 655 heads in applications from the street to the different race tracks.
I have ported about 5 655 heads. The drawings in the MP book of the 655 port isn't even remotely close to what they actually are.
There are reasons the G head works better than a 655 in 1983
1. The 655 intake, long unequal length runners blow. The new G head intake had short equal length runners and plenum. So power to be made off the intake alone.
2. Port volume. Where as yes with big valves and a turbo app this is fine. Engine vac through the turbo intake system doesn't have issues with bottom end and with boost you use the port volume. On the 82 NA, small valves, 7.8:1 compression, small cam, low velocity turd.
3. Short guides, not a high mileage head with a big cam.
So how many here are running this 83 setup? I here everyone bagging on the floor of the port. Yet they say to run the 782 for bottom end power and port velocity. Anyone actually look at the 2 heads? The 655 port floor is a LOT HIGHER than a 782. In fact the 782 has a big dip in the floor at the short turn. When you add big valves you cut farther into the port and actually at this point you can make a real nice short turn in the 655. With stock valves the ramp to the valve is just wrong, the turn happens too soon.
Lastly if you want to feed it you need a real intake. Heavy modded factory intake or custom made like LW or BMF. If you have a BMF going to a 655 is a cake walk....