Patrick, I got mine on clearance from comp cams so I would guess they quit makeing them. There e-bay company is speed liquidators.

David

I contacted RHS several months ago about these heads and was sent a reply that at that time they were not producing them at that time but they were looking into "possibly" producing them in the future.

Unfortunately I deleted the reply or I would have cut/pasted it here.

Jesse did this motor ever end up in the car? If so how did it run?

Also you said "Good info on the differences between the RHS and the EQ. The RHS is wider at the pushrod crossection of the intake port pair. That means the intake port window at the pushrod pinch can be larger on the RHS. I was trying to get RHS to cast a version of this head with machined pushrod holes which would open up the option of machining them wider for use with offset intake rockers. But it's like Ross Perot said of GM, "It is easier to get an elephant to tap dance than get a big company to make a change." "

Could I just have an even bigger hole machined into these and then sleeve them to get a little more pinch cross section?

I see they do have more room to go up and down on these heads than the factory or EQ heads, would it help to just make the roof and port floor taller like a LS chevy port? I can see getting .250 more inches port hight (.125 up and .125 down) over the other heads and you could get more cross section through the PR pinch. I wish I could afford to send these to a real porter to get some real world info on them.

As for re-introduceing these with a few up grades for about the same price that would be a great idea. These are nicer than the EQ head already. It would only take a small tweak to be able to use different valve covers and most or the differance in shafts and pedestal rockers can be done by machine work like mopar does with the aluminum magnum and comandoes. Even the LA and mag intake setup just needs a little different machining. They may be able to do this already (I am scared to try it) make the spring seat where it can be machined down .200 so we can use LS chevy springs with out buying fancy valves and screwing up the geometry. I actually think valve selection is the biggest deterent to people useing these, by the time you buy custom valves you start gettin closer to the cost of a eddy and if you put a thicker stem valve in you lose flow and gain valve weight.

You don't need custom valves, I'm using standard 11/32 "chevy" valves in these heads with + retainers and/or locks and can get 1.75 - 1.8 installed height springs in them. Thus I'd say leave the spring seats alone and get Jim Miller to do a Magnum rocker arm to take care of geometry problems.

The geometry was fairly good on the 520/408 though.

CP pistons, I think they are a shelf 408 piston, the dish didn't quite match the RHS chamber.

I have never heard of the rhs iron heads??? I spent alot of time porting my EQ heads and I like them and the price was right. The pushrod pinch is less than on the regular magnum heads but still looks like a restiction for higher HP engines. I removed a small amount of material from the pinch and it would be nice to be able to get a magnum style head with an offset rocker and eliminate that pinch.......

You made some great power and torque numbers and I hope my 390 surprises me as I have a similar setup with a little less cam/compression. TBF

those are GREAT numbers!!!!...im kind of curious what KEVIN@HUGHES wanted??

They were wondering about testing one of their modified intakes on that engine when it was on the dyno. That would have been very interesting but the dyno testing was already done.

I may have dreamed this but I don't think so. I was thinking my buddy did a set of ported magnums with 2.00 LS1 valves.

LS1's are also 8mm stem.

RHS™ Indy 360 X Cylinder Heads
RHS™ airflow specialists team up with Chrysler experts at Indy Cylinder Head to develop powerful cast iron replacement head for Small Block LA & Magnum applications

Thanks to the combined efforts of RHS™ and Indy Cylinder Heads, Mopar enthusiasts will finally get the performance small block head they deserve. A cast iron replacement, the RHS™ Indy 360 X Head series is designed for both Small Block LA and Magnum applications (318-360-415cid). With a host of additions and improvements over the factory originals, these heads are an easy way to get 400 to 550 horsepower out of your Mopar-powered street machine.

Features of these impressive heads include 179cc intake and 67cc exhaust runners, a 62cc combustion chamber, hardened multi-angle intake and radiused exhaust valve seats, an improved valve guide design and a highly efficient water jacket to prevent engine hot spots. The RHS™ Indy 360 X Cylinder Heads also come with an extra thick deck surface to enable angle milling for compression. The 360 X series is divided into two sub-series: the LA-X for Chrysler LA-style engines and the MA-X for Magnum applications.

The LA-X head uses the standard intake manifold and rocker shaft. It is drilled for the proper valve cover and gasket and contains both Chrysler LA and Magnum accessory holes on both ends of the head. Designed for use with the Magnum intake manifold, rocker arms, and valve covers, the MA-X head is the second option of the RHS™ Indy 360 X series and features a Magnum pedestal that is large enough to enable 7/16”-14 drilling and tapping for use with stud-mounted rocker arms and guide plates. Both sub-series are designed for use with 8mm intake (1.92” diameter) and exhaust valves (1.625” diameter).

For more information about the RHS™ Indy 360 X Cylinder Heads or any other RHS™ product, call us at 1-877-776-4323, or visit us online at www.racingheadservice.com.

Quick Summary
Product: RHS™ Indy 360 X Cylinder Heads
Part Number: #20300 (MA-X); #20301(LA-X)

Features & Benefits:
• Performance heads available for both Small Block Chrysler LA & Magnum engine applications
• 179cc intake/67cc exhaust runners & 62cc combustion chambers
• Hardened multi-angle intake (1.92” dia.) & radiused exhaust (1.625” dia.) valve seats
• Dual pattern exhaust bolts (standard & W2) & improved valve guide design
• Highly efficient water jacket with extra thick deck faces

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