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#1
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RAV vs RAIV head comparison
I had an opportunity to freshen and flow some rare Pontiac high performance heads that were ported by two of the top Pontiac Cylinder head guys of the 80s-90's. The Ram Air V heads have a basic race port job. The two pair of 614 heads were done by the same guy. One pair are race ported and the other pair had a max effort street/strip port job.
The link will take you to more pictures and details. I don't think you need to be a FB member to read the link: https://m.facebook.com/story.php?sto...ibextid=CDWPTG |
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#2
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Nice!
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John Wallace - johnta1 Pontiac Power RULES !!! www.wallaceracing.com Winner of Top Class at Pontiac Nationals, 2004 Cordova Winner of Quick 16 At Ames 2004 Pontiac Tripower Nats KRE's MR-1 - 1st 5 second Pontiac block ever! "Every man has a right to his own opinion, but no man has a right to be wrong in his facts." "People demand freedom of speech to make up for the freedom of thought which they avoid." – Socrates |
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#3
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Great flowing heads!
I hope to switch to a RAV set-up one day (aftermarket, either DCI or McCarty).
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James 1970 Trans Am Spotts Built 484" IA2, Highports, EFI Northwind Terminator X sequential EFI fabrication and suspension by https://www.funkhouserracecars.com/ Last edited by R 70 Judge; 06-04-2023 at 05:17 PM. |
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#4
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Thanks for posting the side by side results. A great way to see how the different heads behave. The Ram Air V really comes on like gangbusters at high lift, just like I have seen on my bench. Keeps right on flowing until the retainer hits the valve guide. Push rod tube be damned, doesn't hurt much when the other heads are effectively done at .600 lift. Ram Air V exhaust is pretty bad as can be seen. On the plus side the configuration does allow for the best possible headers, especially when compared to D port exhaust. Great headers are desperately needed to take advantage of that high lift intake flow. Great stuff!
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#5
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Thanks for show us this.
The RAV chamber looks more modern with the plug pointed right at the ex valve. |
#6
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With the compression that the flat out racing Vs use even a 62 to 65 percent ration is not a limitation.
Just look at some of the SBC and SBF heads on motors making 900 hp and there still just pumping out Thru a 1.60” to a 1.65” exh valve. The ratio needed changes very quickly above 12 to 1.
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Wernher Von Braun warned before his retirement from NASA back in 1972, that the next world war would be against the ETs! And he was not talking about 1/8 or 1/4 mile ETs! 1) 1940s 100% silver 4 cup tea server set. Two dry rotted 14 x 10 Micky Thompson slicks. 1) un-mailed in gift coupon from a 1972 box of corn flakes. Two pairs of brown leather flip flops, never seen more then 2 mph. Education is what your left with once you forget things! |
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#7
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Quote:
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The Following User Says Thank You to PAUL K For This Useful Post: | ||
#8
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YW... The 303 chamber was twenty years ahead of its time. This one was shaped a bit more than I would've liked. The virgin chamber resembles the chambers used in the Pontiac Pro Stock head. If you are really chasing power the 303 chamber is definetly an advantage.
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#9
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Dead stock Vs with factory valves usually are about 315 or so at 600.Tom
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#10
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Can you divulge the head porter ? I understand if you do not want to.
I remember Dan telling me about a pair of V heads he had on his bench that were the best flowing on the ex side of any Pontiac head he had seen. Almost 300cfm on the ex. He said 300cfm was about it for RAIV heads but did get one pair to 310cfm. I would be really cool to see someone with a worked set of 303 heads on a aftermarket block and see what it would make. Big cubes should help those heads work. |
#11
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Thanks for the flow number here Paul.
The issue with getting the 4 heads Intake port to top 300 cfm is that there push rod buldge intruding into the flange area is more of a restriction then the D port heads since they where born with bigger diameter push Rods.. If you raise the roof up to near the top of the casting and carefully use a 1.86" valve bowl throat then 330 cfm @28" can be had. But then if your not running a Intake for a high port head your dealing with a ton of welding and rework on your Intake to just match the new port height no less get the needed expansion rate on the way back to the Plenum.
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Wernher Von Braun warned before his retirement from NASA back in 1972, that the next world war would be against the ETs! And he was not talking about 1/8 or 1/4 mile ETs! 1) 1940s 100% silver 4 cup tea server set. Two dry rotted 14 x 10 Micky Thompson slicks. 1) un-mailed in gift coupon from a 1972 box of corn flakes. Two pairs of brown leather flip flops, never seen more then 2 mph. Education is what your left with once you forget things! |
#12
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Thanks for the numbers. Going back in time. Do you happen to know the best that Mullins ever got from a Pontiac head? Stan
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Stan Weiss/World Wide Enterprises Offering Performance Software Since 1987 http://www.magneticlynx.com/carfor/carfor.htm David Vizard & Stan Weiss' IOP / Flow / Induction Optimization - Cam Selection Software http://www.magneticlynx.com/DV Download FREE 14 Trial IOP / Flow Software http://www.magneticlynx.com/DV/Flow_..._Day_Trial.php Pontiac Pump Gas List http://www.magneticlynx.com/carfor/pont_gas.htm Using PMD Block and Heads List http://www.magneticlynx.com/carfor/pont_pmd.htm |
#13
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Mendoza did my 303 heads,he reduced the port vol with splashzone.Tom
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#14
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Mendoza did the V heads, Whitmore did both IV's.
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Agree |
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#15
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I think the main thing holding the early efforts back on the V builds was lack of intake manifold knowledge. More times than not the factory dual plane was the winner. |
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#16
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Hi Stan, happy to share. I'm glad there is interest. I've worked on a couple pairs of heads done by Mullins. One pair were SD-455 that flow 280 @700. The other pair were a bit disappointing. They were HO heads that retained the 30° seat and went mid 250's. Very consistant from port to port and used large corner radius on the intake ports. However, I don't know the intended application and maybe they flowed enough air to accomplish the task at hand.
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#17
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Like this
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#18
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What valve sizes are in those RAv heads? This what i have for numbers on RAV heads Pontiac Ram Air V 44 Iron Exhaust = No Pipe Bore Size = 4.18 2.19 0.20000 - 151 0.30000 - 164 0.40000 - 196 0.50000 - 252 0.60000 - 272 0.70000 - 286 0.80000 - 296 1.77 0.20000 - 86 0.30000 - 117 0.40000 - 145 0.50000 - 164 0.60000 - 176 0.70000 - 185 0.80000 - 190 Pontiac Ram Air V Ported Arrowhead Automotive SF600 Iron Exhaust = No Pipe Bore Size = 4.18 274.0 / 0.0 cc's 2.19 0.10000 - 73 0.20000 - 150 0.30000 - 222 0.40000 - 279 0.50000 - 324 0.60000 - 356 0.70000 - 372 0.80000 - 384 1.73 0.10000 - 57 0.20000 - 109 0.30000 - 152 0.40000 - 186 0.50000 - 210 0.60000 - 229 0.70000 - 234 0.80000 - 239 Stan
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Stan Weiss/World Wide Enterprises Offering Performance Software Since 1987 http://www.magneticlynx.com/carfor/carfor.htm David Vizard & Stan Weiss' IOP / Flow / Induction Optimization - Cam Selection Software http://www.magneticlynx.com/DV Download FREE 14 Trial IOP / Flow Software http://www.magneticlynx.com/DV/Flow_..._Day_Trial.php Pontiac Pump Gas List http://www.magneticlynx.com/carfor/pont_gas.htm Using PMD Block and Heads List http://www.magneticlynx.com/carfor/pont_pmd.htm |
#19
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Juan reduced the port Vol 10% and kicked the flo to 370.As Paul posted looked like a layed over D port.Tom
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#20
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I did some factory V stuff years ago. I remember both pair flowing around 370 at .700. One pair had the exhaust ports chopped of the side of the heads... Those moved a lot of air! Mullins was definetly one of the top guys back in the day. It's fun seeing these vintage heads and what the the guys were doing. It's a lot easier today. The V heads have 2.20 valves. Race port RAIV used a 2.125 with a 45° seat at the others a 2.11 with a 30° seat. |
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