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Ram Air V Heads Reproduction Ram V heads and street/strip CRATE motor

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Old 11-18-10, 03:33AM   #106
Pontiac Jack
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Quote:
Originally Posted by TIN TIGR View Post
the mark 5 series head, whether stock, or aftermarket copy, is what pontiac was about in its glory days..it is super-cool, nostalgic-yet-modern,and has great power potential..wtg lynn..
I couldn't agree more...
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Old 01-19-11, 06:09PM   #107
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I can give you guys real world examples of these in competitive drag racing. Bert Straus was #1 qualifier at Englishtown in Pro Stock before they allowed crazy aftermarket heads with his RA-V Astre 370 cubic inches in the 70's. Rudy Deyfuss(sp) made some very good attempts and whooping on Chevys on the west coast. Not too bad for a cast iron head.

We made 860HP with our RA-V modfied engine for our 1969 A/MP TransAm with old, (but good) chassis technology. It was way before 4-links. This car we never seemed to get it to hook, but it did go 146 plus MPH in a 3450lb car.

We have way better chassis efficiency today.

http://www.facebook.com/photo.php?fb...7&id=669628592
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Old 02-20-11, 01:04AM   #108
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Here are some progress notes on this engine development. There is tons of math here if anyone is interested.

We show here picture of the 4.220 gasket on the 4.220 bore. A picture of the 4.220 gasket on the cylinder head to see relative valve location (yikes.)
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Old 02-20-11, 01:11AM   #109
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Here is complete installation of SD Performance mega brace. Properly installed no distortions great added strength for lifter bores and block. We dont do high performance stock Pontiac blocks without them.
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Old 02-20-11, 01:24AM   #110
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We decided to notch the block for flow due to the valve to bore spacing. This is a 2.25 valve so it is deemed required for good flow numbers. Here we scribed the direction of the valve with center line of the valve relative to the bore. Then we scribed a line to measure the ring groove starting point (0.250) while allowing piston to deck clearance as a safety factor.
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Old 02-20-11, 01:37AM   #111
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Here is the cad drawing of the valve placement from our original OEM casting. The drawing represents a double bore one superimposed over the other. The original was 4.200 and the inner line (not labeled) is 4.121 for a stock 400. The spacing on the cad drawing is for the 4.121 bore x 2.19 valve and 1.75 exhaust. Pretty scary. It looks like to me a 4.121 bore is the worst thing you can do to the performance of a RAV head. We are showing 0.013 intake to wall clearance if you exceed about 0.500 lift to the bore without camfering. If you chamfer down 0.150 then 0.650 lift.

We could use some more values of RA-V valve spacing to see variability of casting to casting.

Gentlemen this is why a big bore or alternative valve spacing is so necessary for racing Pontiacs. We can do it, just gotta do it the right way. Then you get the advantages of an inline engine design without losing flow!

Note: Hold down Ctrl while hitting plus or minus key or "z" or "x" to make print smaller or bigger. Bottom bore hole only we changed to the 4.121 bore.

(Well....tried to upload it on this site, but it would not allow it. Will have to see it on PY board or maybe administrator can patch it in?)
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Old 02-20-11, 02:49AM   #112
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Quote:
Originally Posted by SuperStock455SD View Post
Here are some progress notes on this engine development. There is tons of math here if anyone is interested.

We show here picture of the 4.220 gasket on the 4.220 bore. A picture of the 4.220 gasket on the cylinder head to see relative valve location (yikes.)
I am interested.

Stan
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Old 02-20-11, 12:23PM   #113
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I would like to see the CAD drawing. Is it a .DWG or .DXF?
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Old 02-20-11, 02:36PM   #114
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http://forums.performanceyears.com/f...3&d=1298136118

Hope this is ok, I hate to reference other forums. If we can find a way to post this attachment I will do it. Hit Ctrl + (or Z) to zoom in on the bottom cylinder. The outside bore circle is 4.200 and the inside not labeled is 4.121. The numbers inside are for the 4.121 bore.
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Old 02-20-11, 03:28PM   #115
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Quote:
Originally Posted by Stan Weiss View Post
I am interested.

Stan
*Clearance of 0.125 from intake valve to combustion chamber
*About 0.500 lift before valve reaches cylinder bore.
*Chamfering on the cylinder bore easily starts at 4.350
*Distance from the top of the cylinder bore to the ring groove location is 0.250
*4.350 targeted chamfer to 4.220 over 0.200 inches.
*Anything above about 0.750 lift loses chamfer for flow advantage from chamfering.
*Valve distance to cylinder wall after the chamfer depends on valve lift. We will be measuring this with the cam installed to see these distances.

Lynn
lmc3470@aol.com
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Old 07-14-12, 01:22PM   #116
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Quote:
Originally Posted by SuperStock455SD View Post
The following crate engines are going to be offered some shown in HPP magazine:

* stock block 480 cubic inch RA-V crate motor (almost done for testing)
* Aftermarket block 500-550 cubic inch RA-V crate motor
* short deck 4.9L Turbo RA-V crate motor (2 versions) with 6 speed automatic
* short deck 6.5L Turbo RA-V crate motor
* 4.55 bore 650 to 700 cu in RA-V race crate motor (avail now)**
* 4.700 bore 800 cu in RA-V race crate motor (Jan 2011)**



**custom built

Whomever buys the first of each gets 10% discount.

Discount
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