Oh, boy, another Chinese R&D (Rob & Duplicate) cylinder head...
Who puts a 2.30" intake valve in a BBM head that doesn't also move the valves away from the cylinder wall? Standard shelf pistons usually factor in a max of a 2.25" valve pocket... makes me wonder how tuned into the Mopar market the person doing the head porting, etc. is.
2021 Challenger 6.4L Scat Pack 1320 100% stock: 1.680, 11.894 at 113.75 (DA 175 ft) weight reduction, wheels, tires, Hellcat air box: 1.661, 11.686 at 115.97 (DA 710 ft)
1973 Challenger 452 ci street/strip [2008] pump gas, DOT radials: 1.454, 10.523 at 126.44 (DA 514 ft)
Not hard to look them up. Seems they have a lot invested in there operation.
Sad fact is they may do good work and have good products (or not) but my point is its a shame we dont really have much in the USA as far as foundry facilities. And just as sad china can do a few things better since were so restricted.
Openly says all there castings come from china, they do all the machine work and in this kit vid. A good bit of name brand us products other then the castings.
Straub Technologies is 19 minutes from me. I may have to check them out. There are a few dissatisfied customers on YB but I take that with a grain of salt. They are at the same address as a company that makes distributor gears (both brass and melonized) and they are in the same industrial area as Nickels Performance Distributors which has been bought by Summit Racing.
In theory, there is no difference between theory and practice. In practice, there is.
IMO, they are simply a solution for a problem that doesn't exist
There is a problem for some ... COST ... the solution is to steal someone else's technology, have it copied outside the country in a place that doesn't care about U.S. patents, and sell it for less.
IMO, they are simply a solution for a problem that doesn't exist
There is a problem for some ... COST ... the solution is to steal someone else's technology, have it copied outside the country in a place that doesn't care about U.S. patents, and sell it for less.
Not "the problem" I was inferring, but I certainly understand the reason for your comments...
Funny thing is by the time you pay for the bare castings (still haven't seen a price for those particular ones), pay for the $1500 CNC work (what I saw listed on the vendor's website), pay for quality parts to complete the heads, etc., how much would you really be saving vs buying a set of TF 270s from the original manufacturer?
I'll be amused if this new "bolt on" head actually won't "bolt on" cuz their choice of a 2.30" intake valve makes them unsuitable for 90%+ of the pistons used in the type of build for which people use this style of head.
2021 Challenger 6.4L Scat Pack 1320 100% stock: 1.680, 11.894 at 113.75 (DA 175 ft) weight reduction, wheels, tires, Hellcat air box: 1.661, 11.686 at 115.97 (DA 710 ft)
1973 Challenger 452 ci street/strip [2008] pump gas, DOT radials: 1.454, 10.523 at 126.44 (DA 514 ft)
Funny thing is by the time you pay for the bare castings (still haven't seen a price for those particular ones), pay for the $1500 CNC work (what I saw listed on the vendor's website), pay for quality parts to complete the heads, etc., how much would you really be saving vs buying a set of TF 270s from the original manufacturer?
I'll be amused if this new "bolt on" head actually won't "bolt on" cuz their choice of a 2.30" intake valve makes them unsuitable for 90%+ of the pistons used in the type of build for which people use this style of head.
Two very good points. Yep probably not interested.
In theory, there is no difference between theory and practice. In practice, there is.
Peak flow may not be the critical end all number for any cylinder head, and 370 is fairly decent overall..............for a small block. For a 2.30 valve head targeted for a big block application, it's weak. There are 23* small block chevy heads with way less valve that move more than that on their minuscule bore center.
Peak flow may not be the critical end all number for any cylinder head, and 370 is fairly decent overall..............for a small block. For a 2.30 valve head targeted for a big block application, it's weak. There are 23* small block chevy heads with way less valve that move more than that on their minuscule bore center.
On the Chrysler list on Stan Weiss;s site , 350-375 seems to be the ceiling for most B engine heads, and that number would also be decent for a non offset valvetrain head. . But after reading all the drama on Yellow Bullet, I'm not going to be the guinea pig with these, I'm ready to buy b1's since 370 seems to be the basement on B1's. Anyone know if Koffell ever returns emails?.
Peak flow may not be the critical end all number for any cylinder head, and 370 is fairly decent overall..............for a small block. For a 2.30 valve head targeted for a big block application, it's weak. There are 23* small block chevy heads with way less valve that move more than that on their minuscule bore center.
On the Chrysler list on Stan Weiss;s site , 350-375 seems to be the ceiling for most B engine heads, and that number would also be decent for a non offset valvetrain head. . But after reading all the drama on Yellow Bullet, I'm not going to be the guinea pig with these, I'm ready to buy b1's since 370 seems to be the basement on B1's. Anyone know if Koffell ever returns emails?.
Member reknapp52 just listed a pair in the race parts for sale section for 3k with rocker shafts and stands , don't know if they are a good deal or ? .
