CPG Nation Forum

CPG Nation Forum - 5,72,90 http://www.cpgnation.com/forum This is a discussion forum powered by vBulletin. To find out about vBulletin, go to http://www.vbulletin.com/ . hourly 60 1970-01-01T00:00Z en vBulletin 2010-09-03T04:40:50Z http://www.cpgnation.com/forum/images/ca_serenity_red/misc/rss.jpg CPG Nation Forum - 5,72,90 http://www.cpgnation.com/forum RHS® LS Race Block And GM LS-Series Accessory Items And Tools http://www.cpgnation.com/forum/rhs-ls-race-block-gm-ls-4184-new-post.html http://www.cpgnation.com/forum/attachments/1576-rhs-ls-race-block-gm-ls-rhs-ls-race-block-accessories-tools.pdf RHS® carries all the accessory items and tools needed to maximize performance with the LS-Series Gen III/IV engine blocks The LS Race Block from... RHS® carries all the accessory items and tools needed to maximize performance with the LS-Series Gen III/IV engine blocks

The LS Race Block from RHS® has revolutionized the GM performance aftermarket. And now RHS® provides the tools and accessories necessary to go even further and turn any LS application into an all-out racing engine, including torque plates, head gaskets, main cap pullers and intake spacer kits.

RHS® Torque Plates for boring/honing are carefully engineered to precisely mimic the thickness and design of an installed aluminum cylinder head. When assembled with the torque plates, engine block stresses and bore distortion are accurately replicated during the machining process, thus more precise boring and honing is reached for maximum performance. Exclusive RHS® design – don’t accept inferior deck plates, and never use a steel or cast iron deck plate on an LS engine. Engineered to work with all LS engine blocks, including 6-bolt LSX pattern blocks, this is a must-have for any serious RHS® LS Race Block engine builder.

RHS® precision MLS (Multi-Layer Steel) Head Gaskets are custom made for an exact fit in LS race engine applications. They are comprised of three layers of hard embossed stainless steel with a high temperature FKM rubber coating and a stainless steel shim layer that features a laser welded stopper layer for the ultimate in combustion sealing. MLS Head Gaskets are perfect for high horsepower, high boost, naturally aspirated and nitrous applications. Easy-to-install, no re-torque is required after the initial torque set. The MLS Head Gaskets are designed specifically for the RHS® block and optimize coolant passages and cylinder sealing (RHS® recommends only using RHS® head gaskets with RHS® blocks).

Third, the LS Engine Main Cap Puller is specifically designed to fit LS engines. This sturdy tool makes the job of removing the doweled main caps quick, safe and easy. In one swift motion, caps are removed and held tightly so they don’t fall and become damaged – no prying, hammering or damaging dowels required.

Finally, Intake Spacer Kits are a must for all tall deck blocks. RHS® Intake Spacer Kits are CAD designed and CNC-billet machined to the most exacting tolerances to fit a 9.750" deck height. A lightweight scalloped design provides rigidity and function without adding significant weight. Intake Spacer Kits include required hardware and gaskets and are available for all three cylinder styles: cathedral port LS1, rectangular runner LS3 and raised rectangular runner LS7.

All accessories, plugs, bolts and other service parts for RHS® LS Race Blocks are also available so that you can get the most out of your engine. For more information about the RHS™ LS Race
Block Accessories and Tools or any other RHS™ product, call us at 1-877-776-4323, or visit us online at www.racingheadservice.com.

Quick Summary
Product: RHS® LS Race Block and GM LS-Series Accessory Items and Tools
Part Number: #549150 (Torque Plate); #549402-L (4.200" Left MLS Head Gasket); #549402-R (4.200" Right MLS Head Gasket); #549401-L (4.165" Left MLS Head Gasket); #549401-R (4.165" Right MLS Head Gasket); #549106 (LS Main Cap Puller); #549107 (Gen III Intake Spacer Kit); #549108 (Gen IV Intake Spacer Kit); #549109 (LS7 Intake Spacer Kit)

Features & Benefits:
• RHS® carries all the accessory items and tools needed to maximize performance with the LS-Series Gen III/IV engine blocks
• All parts are specifically engineered to work together for maximized performance
• Accessory pieces include: torque plates, multi-layer steel head gaskets, main cap puller and intake spacer kits
• Perfect for radical street and all-out racing applications

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]]> 2010-08-12T18:52:29Z jlee@CPG RHS New Products Bigger Is Still Better – Testing RHS’ Pro Elite Heads http://www.cpgnation.com/forum/bigger-still-better-testing-rhs-pro-3705-new-post.html http://www.cpgnation.com/forum/attachments/1402-bigger-still-better-testing-rhs-pro-rhs-16.jpg There’s no replacement for displacement, and when it comes to cubic inches, you can’t beat a big block. Sure, there have been some amazing things... There’s no replacement for displacement, and when it comes to cubic inches, you can’t beat a big block. Sure, there have been some amazing things done with small block power, but if you want a ton of torque and horsepower in an engine that isn’t running on the ragged edge, or better yet, a naturally-aspirated pump gas combo, then a big block is the way to go. That’s why the legendary big block Chevy has found its way into any vehicle you can imagine. The key to optimizing a BBC is pairing those big cylinders with heads that can keep up, and to demonstrate the state of the art in out-of-the-box head technology, we recently tested RHS®’ brand new line of BBC heads on a textbook example of a big, big block – a 572 cubic inch mill built by DNE Motorsports.

RHS® Heads

For over 40 years, Racing Head Service (RHS®) has been producing high quality cylinder heads for a variety of different engine combinations. Although they have recently moved into the production of engine blocks as well, they haven’t forgotten their roots and continue to advance their head technologies, with new designs and part numbers constantly being developed. Two of the most recent items to come out of their R&D department are the Pro Action™ and Pro Elite™ heads for the BBC. While both share a similar foundation, there are some significant differences in the details, and to really break down how they compare, we spoke with Kevin Feeney of RHS®.

Pro Elite™ Heads

The crown jewels of RHS® are the Pro Elite™ line of heads. For big block Chevys, these aluminum heads are great for engines being built for drag racing thanks to their excellent list of features. RHS® offers two different sizes of CNC ports on these heads. The first is designed for engines that are 468-540 cubic inches and features a 339cc intake runner.

The other is a 376cc runner design optimized for engines displacing 540-632 cubic inches. Both offer great airflow that can easily reach 400+ cfm on the flow bench. While the temptation to “go big” is hard to resist, it’s important to rely on RHS®’ understanding of how intake port volume is dictated by displacement, and not put “too big” of a head on your BBC. Airflow volume, speed, and port-to-port consistency are all equally important.

On the exhaust side, RHS® takes the 135cc ports and raises them up half-an-inch. “The exhaust port on the BBC head is the limiting factor. We raise the port up to create a more direct path for the air to travel,” says Feeney. The bolt pattern for the exhaust manifolds or headers remains the same, so no custom headers are needed here.

On the combustion chamber side, these heads feature an unusually thick deck surface that allows angle-milling for higher compression, as well as adding strength. “The extra material works to increase rigidity and gasket sealing, especially in boosted applications,” explained Feeney. Both port sizes feature 121cc combustion chambers and 1.880″ exhaust seats, with the 339cc heads taking a 2.250″ intake valve, and a 2.300″ valve on the 376cc version.

RHS® designed these heads to flow big numbers without the need for crazy, exotic parts up top. That is why the Pro Elite™ heads are designed for stock-style valve train components. Even so, the valve angle has been rolled 2° flatter toward the piston. “Rolling the valve angle the way we did gives you a straighter shot for the air,” says Feeney, “It also improves airflow and gives you a better combustion chamber shape.” In keeping with the straightforward valve train requirements, the Pro Elite™ heads also maintain standard angles and layout for the intake manifold mating surfaces, so any stock-style BBC manifold will bolt right up.

RHS® did more than simply take a stock, ported casting and use it as a model for the Pro Elite™ heads. These heads were designed from the ground up to be used on only the most extreme performance engines. “We considered everything,” says Feeney, “One example is the water jacket. For some, it is an after thought in the design process. We thought about it from the beginning and were able to come up with a design that is purpose built to work with the port design. It even improves thermal conductivity.”

We went with Pro Elite™ heads for our engine build for a couple of reasons. First, they offer the flow capacity that the engine would demand. Second, with the ability to run both stock-style valve train components and intake manifolds, this wouldn’t be a crazy high-dollar build, but would still be able to lay down some power. The RHS® Pro Elite™ heads are sold unassembled, and to fill them, they recommend parent company COMP Cams® components.

Pro Action™ Heads

RHS® also wanted to design a head that would share many of the same great qualities of the Pro Elite™ heads, but in an affordable as-cast design. Working with their patented Clean Cast Technology, they were able to come up with a head design that rivals many CNC-ported heads. They are offered in both aluminum and cast iron for a number of different applications.

Starting in the foundry where the castings are born, Clean Cast Technology works to improve the surface finish of the ports. According to Feeney, “In an as-cast head, the transitions are the most important part of the design. With a CNC head you can go back and blend it to your liking, but with the cast head, it needs to be perfect from the mold.” Thanks to this special technique, RHS® is able to extract every bit of flow possible from an as-cast head.

The Pro Action™ and Pro Elite™ heads share a lot of specs with each other. The Pro Action™ BBC heads are available with either 320cc or 360cc intake runners, with the 320’s set up for 2.250″ intake valves and the larger 360’s taking 2.300″ valves, just like their CNC siblings. Both Pro Action™ heads have 1.880″ exhaust valve seats, and 119cc combustion chambers. They’re also both available in hydraulic or mechanical roller versions, capable of .600″ or .750″ lift, respectively.

While the Pro Elite™ does offer larger runners and more flow for extreme builds, the Pro Action™ is a great head those looking for cost-effective performance right out of the box. RHS® offers the Pro Action™ heads in both assembled and bare versions, so incorporating these heads into your project is as easy as ordering a single part number. The assembled Pro Action™ heads are filled with quality COMP Cams® valvetrain components.

Just like the Pro Elite™ heads, with the Pro Action™ you get the extra thick deck surface, the optimal water jacket design, and the raised exhaust ports. This makes them ideal for a number of different applications from stock-style bracket classes to higher end heads-up racing, and of course street performance.

Tech Tip:

One of the most common things we see when someone buys an assembled head is that they still end up changing out something like valve springs or valves to fit their particular build. This ends up costing extra money and adds another hassle. What you may not know is that when you order assembled heads from RHS®, you can complete the heads with your choice of any valvetrain found in the COMP® catalog. This can save both money and time by getting the exact parts you want right from the start – just call up RHS® and tell them what you want.

Putting it Together

While the flow bench is a valuable tool for understanding how a cylinder head performs, there’s no better way to test a pair than to build an engine to slip underneath, and dyno the result. Using RHS®’ Pro Elite™ heads, we did just that, but we couldn’t have done it alone, so we got in touch with DNE Motorsports and Westech to lend a hand in building one nasty BBC and testing the final product.

DNE Motorsports

DNE Motorsports builds high performance engines for a number of different worlds, from drag racing to power boats and hot street cars. They rely on their years of performance engine building experience to come up with proven combinations that make serious power.

Building the Short Block

If an engine’s power is in the heads, then the strength is in the short block. For this build, we knew that we’d be surpassing the 800 horsepower mark, and would require a stout bottom end to keep it all together. The foundation started with a Dart Big M Sportsman Block. This iron alloy block has plenty of deck thickness and priority main oiling already built in. It would serve as the perfect base for this engine.

Here’s the overview of what went into our BBC:

Block: Dart Big M, 4.125″ Bore, 9.80 Deck Height
Crankshaft: SCAT 4340, 4.375″ Stroke
Pistons: CP Pistons
Connecting Rods: SCAT H-beam
Rings: Perfect Circle Performance
Camshaft: COMP Cams® – Custom Ground
Timing Chain: COMP Cams® Ultimate Billet Timing Set
Damper: ATI Super Damper
Oil Pan: Dan Olson
Heads: RHS® Pro Elite™ 376cc
Valves: Manley 2.300 Intake/1.880 Exhaust
Springs: COMP Cams® Elite Race™ Valve Springs
Intake: Edelbrock Super Victor, Ported by Wilson Manifolds
Rockers: COMP Cams® Pro Magnum™
Carburetor: Holley 1050 Dominator by David Cook of DC Carburetors

The camshaft chosen for this build was a COMP Cams® custom grind. This mechanical roller cam measured in at .473″ max lift on the intake and 471″ on the exhaust, with a duration of 270/277 measured at .050″. “We do custom cams for every application,” says Dave Ebbert of DNE Motorsports. “We try to match the cam profile and cam series to each engine combo. We look at bore, stroke, RPM range, and what the engine is capable of. Then decide where we want the peak torque to be.” For this engine, Ebbert went with the DSP series on the intake lobe, which is a relatively ‘fast’ profile that works well in low-ratio, high RPM applications or (as in our case) with a lower engine speed that can use a faster lobe. On the exhaust, he chose a UBA series lobe, which is similar to the UB design (which itself is based on COMP’s NASCAR-style flat tappet designs and optimized to take advantage of the additional tappet velocity allowed by roller lifters) but is faster off the seat, which improves performance in relatively slow-turning engines like ours. With the cam installed, the rest of the internal components soon followed.

Filling the bottom of the block is a SCAT 4340 4.375" stroke crankshaft. This combined with the SCAT H-beam rods would insure that our big cube engine wouldn’t twist itself to death.

We capped the rods off with a set of CP Pistons.

Our pistons were coated by Calico Coatings in North Carolina. The tops were sprayed with their CT-2 Thermal Barrier to reduce heat transfer, and the sides were coated with CT-3, a dry film lubricant.

Completing these 4.560-bore pistons was a 1/16"-1/16"-3/16" ring package from Perfect Circle Performance. The top compression ring is ductile iron, a cast tapered hook grove (THG) design was used for the second ring, and a light tension oil ring completed the set.

COMP Cams® also provided an Ultimate Billet timing set and their two piece billet aluminum timing cover so the cam could be swapped without removing the oil pan every time. A Melling oil pump was installed just before a Dan Olson kickout oil pan was attached to the bottom. Cometic Gaskets were used throughout the build as well.

Topping it Off

From there, Ebbert moved to the top end of the build. DNE started off by testing a few different valve designs on the flow bench to see which ones the RHS® Pro Elite™ heads worked best with. “What we came up with was that these ports liked the under-head radius valves throughout the lift range,” said Ebbert.

The Manley valves ultimately chosen were 11/32″ stem diameter, with the 2.300″ intake valves carrying a 12° by 3/8″ under-head angle radius and an overall length of 5.610″. The 1.880″ exhaust valves measure 5.522″ long, and featured a 25° by 3/8″ under-head angle radius.

A set of COMP Cams® Elite Race™ valve springs (part number 26115) keep the valves under control. These were set up with a seat pressure of 240 pounds, open pressure of 685 pounds at .780 lift, and a 572 pounds-per-inch spring rate. They are capped by COMP® titanium retainers, part number 732.

COMP’s Endure-X solid roller lifters ride the cam lobes, while up top, we went with COMP’s Pro Magnum™ 1.7-ratio 8620 chromemoly steel roller tip rocker arms.

The intake manifold chosen for this build was an Edelbrock Super Victor, with porting and plenum work provided by Wilson Manifolds. “They do a really nice job of porting and blending the entire manifold,” explained Ebbert. “That helps with torque output and fuel distribution.”

Up top is an 1150 cfm Holley Dominator 2-circuit carb with power valves. David Cook of DC Carburetors did the final tweaking before it was bolted on. “I’ve known David for 15 years, and he is one of the few I trust to touch my own personal carbs,” added Ebbert.

With the engine complete, all that was left was to take it to Westech and see what the dyno had to say.

Dyno Testing

To see how our Pro Elite™-headed big block performed, we looked to Westech Performance Group, the go-to guys for west coast dyno testing. After warming up the brand-new 572ci mill on their SuperFlow engine dyno, the pulls began in earnest, and we weren’t disappointed.

When they say that there’s 1,000 horsepower potential from the Pro Elite™ for the BBC, we believe them – our best result was an amazing 883 horsepower and 758 foot-pounds of torque, on pump gas no less, and with no need for exotic valvetrain components to let the engine spin to the moon. If you need proof that RHS® isn’t messing around with their Pro Elite™ cylinder heads, look no further than this.

Sources:

Racing Head Service (RHS)

Web: www.racingheadservice.com

Phone: 877-776-4323

DNE Motorsports

Web: www.dnemotorsports.com

Phone: 949-631-3781

Westech Performance Group

Web: www.westechperformance.com

Phone: 951-685-4767

]]> 2010-05-11T20:24:07Z jjamros RHS Product Articles Engine Masters Magazine - Testing The RHS 360x Mopar Heads http://www.cpgnation.com/forum/engine-masters-magazine-testing-rhs-360x-3494-new-post.html http://www.cpgnation.com/forum/attachments/1309-engine-masters-magazine-testing-rhs-360x-em-cover.jpg Engine Masters Magazine editor Steve Dulcich recently put the RHS Small Block Mopar Heads to the test, click the PDF below to see the article. ... Engine Masters Magazine editor Steve Dulcich recently put the RHS Small Block Mopar Heads to the test, click the PDF below to see the article.

Check out the Engine Masters website to subscribe - a personal favorite of the CPG R&D Team.

Attached Files

EMC RHS Article.pdf (1.07 MB)

]]> 2010-04-09T18:43:32Z CPG Marketing RHS Product Articles <![CDATA[Making Big HP With A Small Displacement Mopar & RHS 360x Heads]]> http://www.cpgnation.com/forum/making-big-hp-small-displacement-mopar-3261-new-post.html http://www.cpgnation.com/forum/attachments/1190-making-big-hp-small-displacement-mopar-rhs-mopar-cover-640-.jpg The May issue of Mopar Muscle included a great article on making big horsepower with a small displacement Mopar & RHS 360x Cylinder heads. Check out the attached PDF for the full article & get your subscription to Mopar Muscle today at www.moparmusclemagazine.com

Attached Files

Mopar Muscle.pdf (3.87 MB)

]]> 2010-03-12T00:07:54Z CPG Marketing RHS Product Articles RHS® Pro Elite™ SBC 23-Degree CNC-Ported Iron Cylinder Heads http://www.cpgnation.com/forum/rhs-pro-elite-sbc-23-degree-3099-new-post.html http://www.cpgnation.com/forum/attachments/1121-rhs-pro-elite-sbc-23-degree-12326_1-640-.jpg Airflow technology leader extends Pro Elite™ series with new CNC-ported cylinder heads designed to maximize the performance of 360-434c.i. engines ... Airflow technology leader extends Pro Elite™ series with new CNC-ported cylinder heads designed to maximize the performance of 360-434c.i. engines

Engineers at RHS® have recently designed the only Small Block Chevy 23-degree cast iron head for 360-434c.i. engines that is CNC-ported from the factory. The precision accuracy and durability of the RHS® Pro Elite™ SBC 23-Degree CNC-Ported Iron Cylinder Heads are derived not only from the CNC-porting of the intake and exhaust runners but the CNC-ported combustion chamber, as well.

The CNC-ported 240cc intake and 85cc exhaust runners optimize airflow volume and velocity while the 53cc combustion chambers are also CNC-machined to relieve the valve shrouding that occurs when the edge of a valve is in close proximity to the combustion chamber wall. Overall, the full CNC-porting process provides more consistent runners and smoother port-to-chamber transitions, thereby increasing both airflow efficiency and horsepower. In addition, these new heads from RHS® are designed to use offset rockers in order to maximize the intake window at the pushrod opening for increased airflow.

As with the rest of the Pro Elite™ family, these SBC iron heads come with a host of unique features, including premium bronze valve guides and a multi-angle valve job. Also, ductile iron valve seats are inserted to better prevent seat and guide wear with alcohol and other racing fuel applications. The ductile iron 2.100" multi-angle intake and 1.625" radiused exhaust valve seats allow for superior airflow and improved atomization with racing fuels. In addition, the heads feature a refined water jacket for more even water flow to reduce hot spots in the engine. For racing classes that mandate the use of cast iron cylinder heads, RHS® has designed the ultimate advantage by utilizing the latest in airflow technology.

For more information about the RHS® Pro Elite™ SBC 23-Degree CNC-Ported Cylinder Heads or any other RHS® product, call 1-877-776-4323, or go to www.racingheadservice.com.

Quick Summary
Product: RHS® Pro Elite™ SBC 23-Degree CNC-Ported Iron Cylinder Heads
Part Number: #12328 (Straight Plug); #12329 (Angle Plug)

Features & Benefits:
• SBC 23-degree iron cylinder heads for iron-mandated circle track & drag racing classes
• CNC-ported 240cc intake & 85cc exhaust runners
• Ductile iron 2.100" multi-angle intake & 1.625" radius exhaust valve seats
• CNC-ported 53cc combustion chamber relieves valve shrouding & improves airflow efficiency
• Unique features include bronze valve guides, multi-angle valve job, ductile iron valve seats and a refined water jacket

Attached Files

RHS Pro Elite SBC 23-Degree CNC-Ported Iron Cylinder Heads.pdf (88.4 KB)

]]> 2010-02-07T18:16:23Z CPG Marketing RHS New Products New Kid On The Block http://www.cpgnation.com/forum/new-kid-block-2755-new-post.html http://www.cpgnation.com/forum/attachments/1008-new-kid-block-ls-race-block.jpg Drag Racing Online Takes A Close First Look Into The New LS Race Block From RHS® What if small block Chevy diehards had a “small” GM block that... Drag Racing Online Takes A Close First Look Into The New LS Race Block From RHS®

What if small block Chevy diehards had a “small” GM block that had all the benefits engineered into it that the best high-tech aftermarket racing blocks have to offer. What if there was a lightweight cast aluminum block that featured cross-bolted four-bolt mains and non-press fit sleeves, a block with enough clearance in the basic design that a crankshaft with enough stroke to build a 500-inch small block can be installed without any machining or grinding required to make room for it, a block with the camshaft galley moved up in the block also for clearance purposes.

This is what the engineering department at Racing Head Service™ (a division of COMP Cams®) has done with a new aluminum GM LS series block that is now in production.

This front view of a production block shows the cam gallery and the timing chain case.

Developing this new block has been a project that has taken just two years from concept to development. COMP Cams® VP of Engineering Brian Reese and his boss Scooter Brothers are the two guys mainly responsible for the new LS block that you are seeing here. We think it is one of the most exciting products we’ve seen for the GM small block racer in a very long time.

The venerable GM Chevy small block has been massaged in many ways over its more than 50-year history. In the pursuit of more performance the cast iron GM blocks have been given four-bolt main bearing caps. Racers have ground on and machined the original to make it lighter and clearanced it to accept a stroker crankshaft. Deck plates have been added to allow more stroke and engines over 450 cubic inches. GM themselves have improved the block over the years developed the SB2 block and cylinder heads. The aftermarket manufacturers have tooled up to make both cast and billet versions of the Chevy small block.

A few years back GM introduced the LS line of aluminum blocks and cylinder heads that are used to build EFI, small blocks, and now GM cars come of the assembly lines with the LS all-aluminum engine, but these blocks didn’t lend themselves to building and racing “big cubic inch” small blocks that make a lot of horsepower and torque. The new Racing Head Service™ LS block is the answer to those applications and problems.

The primary issues for engine builders with the aftermarket aluminum and steel LS blocks available to them is that while they are improved versions of the factory blocks they retain some limitations of the stock design. Those limitations hamper the LS engine builder who wants to build a really big cubic inch small block.

Aware of this dilemma, the research and development team at RHS® went to work designing and testing several different versions of a GM LS engine block until they developed one that offers many benefits and options for performance engine builders and racing enthusiasts of the LS block.

Story courtesy of Drag Racing Online. For the full story, Click Here...

]]> 2009-10-15T14:16:17Z jbarker RHS Product Articles RHS® LS Aluminum Race Block http://www.cpgnation.com/forum/rhs-ls-aluminum-race-block-2706-new-post.html http://www.cpgnation.com/forum/attachments/982-rhs-ls-aluminum-race-block-ls-block-front-640-.jpg Airflow technology leader introduces a high performance GM LS engine block for radical street & all-out racing applications

GM LS engines have truly set a new standard for V8 performance and durability. However, there are limitations for the aftermarket shopper when it comes to finding a high performance replacement for the factory block. Aware of this dilemma, the research and development team at RHS® went to work designing and testing several different versions of GM LS engine blocks until they found the optimal solution for performance engine builders and racing enthusiasts.

[IMGLFT= ]http://www.cpgnation.com/filehost/files/2/New Products/LS%20Block%20-%20Top%20%28640%29.jpg[/IMGLFT]

[IMGRT= ]http://www.cpgnation.com/filehost/files/2/New Products/LS%20Block%20-%20Front%20%28640%29.jpg[/IMGRT]

The LS Race Block is designed for added clearance and mass customization. Available in both standard (9.240”) and tall (9.750”) deck heights with an extra-thick deck surface (.750”), this RHS® block features a raised cam centerline and priority main oiling via an oil galley that is shifted outboard to allow rod clearance for a much larger stroke (4.600”) while also minimizing windage in the crankcase. Using computer-aided design, the cylinder walls are Siamese cast with press-in spun cast iron liners. Cylinder liners are available in both standard deck (5.67”/5.87” – same as the LS7) and tall deck (5.94”/6.38”) lengths. Also featured is a 6-bolt head design with a full water jacket around each cylinder (based on the LS7 design).

For quality control assurance, RHS® performs a CT scan on each block (similar to a medical CAT scan) to maintain maximum casting precision and consistency. Combine all of these features with a superior finish quality, thanks to the RHS® patented Clean Cast Technology™, ultra-precise computer aided design and extra surface material to allow custom machining, and you’ve got a GM block that sets a new benchmark for LS horsepower, torque and durability.

For more information about the RHS® LS Race Block or any other RHS® product, call us at 1-877-776-4323, or visit us online at www.racingheadservice.com.

Quick Summary
Product: RHS® LS Race Block
Part Number: #54900 (9.750” Tall Deck, 4.165” Bore); #54901 (9.750” Tall Deck, 4.125” Bore); #54902 (9.240” Std. Deck, 4.165” Bore); #54903 (9.240” Std. Deck; 4.125” Bore)
Features & Benefits:
• Designed from heavy-duty A357-T6 aluminum material
• Available in standard (9.240”) & tall (9.750”) deck heights with beefy .750” deck thickness
• Accommodates up to 4.6” stroke with standard rod pins (2.100”) & oversized 60mm camshaft
• Raised cam centerline (.388”/9.86mm) to allow larger stroke; 2 extra links in the timing chain
• 4.125”-4.165” Siamese cast bore walls with press-in spun cast iron liner
• Priority main oiling, galley moved outboard for longer stroke clearance & minimal windage
• Dry sump friendly with big front & rear AN-12 side feeds
• GM Gen III/Gen IV compliant with race mounts for Gen I, Gen II, Gen III & Gen IV engines

Learn More Now

]]> 2009-09-24T13:37:42Z CPG Marketing RHS New Products RHS Heads Put To The Test By FordMuscle.com http://www.cpgnation.com/forum/rhs-heads-put-test-fordmuscle-com-2701-new-post.html http://www.cpgnation.com/forum/attachments/979-rhs-heads-put-test-fordmuscle-com-rhsheads_tp.jpg A few years back the FordMuscle.com Forums were buzzing about a new small-block Ford cylinder head out of New Zealand. The company was Pro-Topline... A few years back the FordMuscle.com Forums were buzzing about a new small-block Ford cylinder head out of New Zealand. The company was Pro-Topline and guys in the states were clamoring to get their hands on them. Unfortunately it never materialized because the company went into receivership (what they call bankruptcy down-under) in 2003. The assets were subsequently purchased through a joint venture between Southern Performance Ltd. and Comp Cams. In case you don't know the history, Racing Head Service was a formidable cylinder head manufacturer and race engine building company in the 60's. To expand the business offerings the RHS partners started Competition Cams in the mid '70's. As the new business grew larger, the RHS operation and name was idled. The intent was always to bring the name and reputation back when the timing was right. The Pro-Topline situation became that opportunity.

The New Zealand foundry where the heads are cast is actually a purpose built operation for cylinder heads. Every head is CNC produced on a five-axis Mazak system. In fact, the guy who runs the place knows a thing or two about high-quality foundry operations. He had previously set up a wheel foundry which is the largest offshore supplier of wheels to Ford USA. Combine that level of experience with Comp Cams history of dominance in camshaft and valvetrain technology and you have the makings for what should be a very high-quality and high-performance cylinder head.

Critical Analysis
The point of this article, of course, is to find out just how they stack up.
We got our hands on a pair of their small-block Ford "Pro-Action" 180cc and 215cc heads. (There is also a 200cc available.) All three heads are offered in iron or aluminum with 58cc or 64cc chambers. You also have the option of fully-assembled or bare. A couple of noteworthy comments right off the bat. The RHS website and catalog list the 200 and 215 head as equipped with 2.08" intake valves, while the 180 head is supposed to have 2.02" valves. We're not sure why but our 180 heads also came with 2.08" valves. Secondly, note that these valves sizes will pose a piston to valve clearance problem for the stock-block crowd. You cannot put any of these heads on a 5.0L bottom end without notching the pistons, even with the stock cam. We've discussed this shortcoming in the catalog with Kevin Feeney, RHS's product manager. He agrees on this point and revealed there are plans (albeit long term) to introduce a smaller volume head with more 1.90" valves. Guys, send them a note if you want that and perhaps it'll happen sooner.

Flow Testing with the Pros
We took the heads over to Watson Racing and Engineering LLC. in Concord, CA. Watson Racing is the brainchild of NHRA Pro-Stock racer Ben Watson. Calling it a machine shop doesn't do it justice. This place is 26,000 sq.ft. of pure high-end race engine development. More on this on the next page. Ben, who is busy 24/7 working on the Dewco Pro-Stock GTO, put us in touch with Mike Blackstone, the engine building and cylinder head porting guru. We immediately felt foolish with a set of as-cast heads going on a bench that sees heads with hundreds of hours of Mike's port work. Fortunately for us Mike is a knowledge junkie and was just as interested as we were in how the RHS heads would fare.

Read The Full Article & View Testing Results

]]> 2009-09-18T14:36:39Z CPG Marketing RHS Product Articles <![CDATA[FordMuscle.com Install & Test RHS SBF Cylinder Heads]]> http://www.cpgnation.com/forum/fordmuscle-com-install-test-rhs-sbf-2700-new-post.html http://www.cpgnation.com/forum/attachments/978-fordmuscle-com-install-test-rhs-sbf-heathers66.jpg Article courtesy of FordMuscle.com.

About a year-and-a-half ago we introduced you to a basically stock 1966 Mustang. At that time its' owner Heather was ready to get into some basic power upgrades in the form of a carb and intake swap. However, being novices to the hobby, she was unsure which of the many brands and combinations were right for her car. We thought this resembled the dilemma likely faced by thousands upon thousands of new comers to the hobby. So we teamed up with Heather and her husband to chronicle their progress. At their pace we help them with the next logical modification - both in terms of power but also in terms of their growing mechanical abilities, because they perform all of their own installations. We document all the hurdles and challenges they encounter because we believe it is useful information for many new enthusiasts. After all, in the real world (as opposed to the glossy magazine world) this is how the hobby is playing out in garages everywhere. Not every enthusiast is an expert in the hobby, with deep pockets and a penchant for maximum horsepower.

When we last left Heather's Mustang they had tested a couple of popular 4-bbl intake and carburetor combinations (see My First Intake and Carb Upgrade.) Heather left the dyno quite content with a Weiand Action Plus manifold and Edelbrock Performer 600cfm carburetor. This combo made the best horsepower (171 horsepower and 226 ft.lbs. of torque), and offered trouble free daily-driver operation.

So this set our baseline. She'd been driving the car, trouble-free, for the last 16 months until this summer when the wrenchin' bug bit again. So we suggested it was time to swap out the 289's iron heads and stock cam. They were game.

Next Step: Heads and Cam
For this project we selected RHS™ Pro Action™ Small Block Ford 160cc cylinder heads. These aluminum heads feature 1.94" intake and 1.60" exhaust valves. The 1.94" intake is a new offering from RHS, as some of you may recall they previously only offered a 2.02" valve making it mandatory to clearance stock pistons. The 1.94" valve will bolt right on with stock pistons so long as the cam duration and lift are not too wild. This is good news for amateur hobbyists, heck even experienced ones, who aren't prepared nor comfortable cutting their pistons while in the motor is in the engine bay.

For the camshaft we selected Comp Cams' Xtreme Energy XE256H (part number 32-234-3). This hydraulic flat-tappet cam is mild by most standards, but a decent step up from stock while retaining great idle and yet improving torque. At 212/218 degrees duration and .477/.484 lift we know piston-to-valve interference will not be an issue, and this cam will take advantage of the better flow of the new cylinder heads. The RHS 160's flow in the neighborhood of 260cfm at .500" valve lift (intake) and 180 cfm on the exhaust side.

Read The Full Article at Fordmuscle.com

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