Good Sunday to all, well I got some Eagle heads in the other day, and I know most of us have seen these heads cut open, but here's some of the dissected parts I wanted to see.
1st boring head shot, 2 is what the oil passages look like(kind of), 3rd is a cross-section where the spark plugs mount...notice the water pocket. 4th is also of the water jacket between cylinders.
here's the Intake port cut horizontal , 1st shot is an ordination shot, 2nd is close up, 3rd the section is turned 180 degree, 4th is top and bottom side by side
Closer shots, 3rd is not the greatest, I'll take some better ones later on in the week.
The thickness between the part wall and the pushrod hole is roughly .150.
Intake Cross-section 1st two are the same port just different side of the cut, one has valve seat in it the other doesn't, last 2 are it's relation to the Exhaust port.
I'll get the Exhaust port shot tomorrow , in the next week or so I'll get the same shots of the pre Eagle head the Apache & BGE heads will have to wait till about Mid January.
Some of the next cross section Photos I'll post will have measurements, ..IE distance between Pushrod holes and Height from floor to Valve spring "bump"
The Other half of the head will be ported , with and with out tubes pressed in for the pushrods. and will be cross sectioned in the same manner as this half
Yes, you have to be careful in those area's. Just cleaning up the port and smoothing it out make a nice difference along with a flow performance 3 angle cut valve job.
Biggest mistake I see people doing (even some of the "pros"s) do is hit the spring bump hard and and thin it out.
I tell anyone who will listen , the pushrod hump and the valve spring bump...polish to a mirror like finish and then leave the ports themselves 60Grit, don't enlarge those areas to get flow it's too risky these flow 320 out of the box 335 with a polish ., 335 is enough CFM to support 660-700Hp NA....that's my story and I'm sticking to it.
Here's what they look like with 2.125 and 1.625 valves seats need to be changed out for this valve combo , and it's the largest combo you can install in these heads, the 2.14 intake is TOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOO BIG...too Bucue, Valevly too bucue
For Giggles and craps Here is a 2.225 W-9 intake valve layuing in the Intake , there is Not enough room left in the casting to support the Valve seat that would be need to install this size valve in the Eagle head....same deal with the 6.1 head..and FORGET the pre Eagle head and this monster valve.
Mark once said we need people to think out side the box......Trust me I'm way out side the box
I disagree with putting bigger valves in those heads. Bigger valves will just get in the way of the intake air flow. A custom valve job with the right amount port blending will allow more air to flow in/out on the stock valves and valve seats.
Now on the other hand. Installing larger valve seats with a high performance valve job and larger valves to match cnc ported heads $$$ is a different story all together.
I wonder if having such a big intake valve could have cause them to flow lower. Maybe it turned into a bigger restriction. That’s like an .086 bigger then stock valve
This might be worth the reading just to hear some experience from a top vendor and their ported heads. Stu goes into explaining that it isn’t always the top flow number available that will guarantee the best power, I’m sure a chassis dyno would be a better way to find out if the RLD heads really are junk or not. https://www.shop.inertiamotorsports.com/main.sc
IMO, Stu knows his business. I've never bought directly from him. But used a Spartan cam I really like. However I don't agree with all he has said as I'm a believer in flow and numbers are relative to flow. Keeping in mind that numbers from one shop to another are different for a variety of reasons.
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