striker head owners inside please
- Thread starter dnz28
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BlackKnight
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post up the pics of the Strikers, I amongst others I'm sure would like to see what 7G's buys you
SRT10VENOMOUS said:
Think golf ball.....air over air...
You REALLY don't want a smooth finish in a wet flow port (carb or single point t.b. application)
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Rough going in..smooth going out...my heads looked the same after a pp job from Roe..
dnz28
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Ironhead said:i would be more worried about that line that runs down the inside ,,,or am i looking at it wrong??and pit marks no freaking way for 7 k
the mark running down the inside is coolant resdue from the machining process, the pit mark is what worries me, and the worst i cant get the camera inthere.
As for the airflow the bumps from the cnc i can live with(maybe) i will have to see how much to smooth it out.
the reason for the bumps is it is less turbulant, thats why golf balls have a dimpled surface. thats why most intake runners have a rough surface to the touch compared to the exhaust side which should be a mirror finish.
wow my typing sucks
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rottenronnie said:
hmmm very neat i never noticed that before, but just checked out the pics of my heads and yep they have a rough intake port and shiny exhaust.. ..
learn something everyday..
SRT10VENOMOUS said:
If you put some gasoline on a plate of glass and blast it with A BIT of air, watch what it does. Now do the same with some gas on sand paper.
With direct port injection, it is less of an issue, well sort of, but back to the fact- Liquid fuel doesn't burn and that is why flow numbers only tell part of the story. High flow heads or those that show improvement in flow can actually make LESS power if air and fuel separate (i.e. if they weren't ported properly).
Good heads do their jobs and can be expensive; but that is where power in an engine is actually made....right?
As the Gen III heads are already factory ported Gen II heads, I would REALLY question porting claims of high quality flow over 300 c.f.m. with those.
There was some interesting info/opinions on Strikers here- http://www.vtcoa.com/forums/showthread.php?t=27790
(I'm a big fan of Strikers in case you couldn't tell....
And dnz28, call Jeff if you don't like what he sent ya...
Ronnie
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Begood
Full Access Member
There is a thing called "boundary layer" when it comes to intake ports. You don't want a perfectly smooth intake port, or you will have air-fuel separation.
Bill.
Bill.
FSTJACK
Full Access Member
rottenronnie said:If you put some gasoline on a plate of glass and blast it with A BIT of air, watch what it does. Now do the same with some gas on sand paper.
With direct port injection, it is less of an issue, well sort of, but back to the fact- Liquid fuel doesn't burn and that is why flow numbers only tell part of the story. High flow heads or those that show improvement in flow can actually make LESS power if air and fuel separate (i.e. if they weren't ported properly).
Good heads do their jobs and can be expensive; but that is where power in an engine is actually made....right?
As the Gen III heads are already factory ported Gen II heads, I would REALLY question porting claims of high quality flow over 300 c.f.m. with those.
There was some interesting info/opinions on Strikers here- http://www.vtcoa.com/forums/showthread.php?t=27790
(I'm a big fan of Strikers in case you couldn't tell....
And dnz28, call Jeff if you don't like what he sent ya...Ronnie would have to agree about flow #'s above 300 CFM on the intake ports on a gen 3.
From what I understand it destroys the flow everywhere but close to full lift.
I have seen a lot of high $ heads destroyed by inexperianced or unknowledgeable porters, flow #'s do not tell the whole story and driveability and torque can go out the window.
It is always good to ask questions on something you do not know about or understand, but be careful of who gives you the answer.
Jeff is the most knowledgeable man in the world with regards to port configuration on how to make HP & TQ on a Viper motor.
dnz28
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from what he said its no big deal its called porosity(sand falls in the casting). So nothing to worry about, great guy, and his cylinder heads are aswome, cant wait to get them on the truck.
I'm getting pm'd about the Striker R that Pokey mentioned and how it is different than the Striker Street. I'm not sure why they aren't asking Jeff at JM Cylinder heads.....
The Striker R is a RACE HEAD and would NOT be a good choice for a general performance build like mine. They START working above 6000 r.p.m. which is right where my truck shifts!
The Rs are great for a high r.p.m., larger cubic inch, BIG cam, and/or a high volume & high boost BIG power turbo build. They have larger valves, often longer valves, different springs, ports and port volume.
The factory manifold fits with extensive mods...
Ronnie
The Striker R is a RACE HEAD and would NOT be a good choice for a general performance build like mine. They START working above 6000 r.p.m. which is right where my truck shifts!
The Rs are great for a high r.p.m., larger cubic inch, BIG cam, and/or a high volume & high boost BIG power turbo build. They have larger valves, often longer valves, different springs, ports and port volume.
The factory manifold fits with extensive mods...
Ronnie
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dnz28 said:
quick question? ..
why would sand be falling into the casting, this sounds like a bit of an issue, My bro works at an injection moulding plant designing the machines and moulds for things like this, And that is something that should not be happening..
Im sure the seller will say its no big deal as they do not want to repair or replace the dammaged product . but i certainly would be having them do something about that..
like others have said these are not $500 heads they are $7k Plus and they should per more than perfect for that price.
dnz28 said:
Good to hear things worked out. The Strikers are a great head and will really wake up your engine and will also allow for serious power later on, if you like.
I seem to remember Jeff said they are double pressure checked before they go out the door so...no worries.
Ronnie
There is absolutely nothing wrong with the head in that pic. Run it.
You could have that little spot welded up/polished down and you wouldn't see a thing out of it.
I understand that for the money you want something that *looks* good enough for a museum, but......there are very few things in the racing industry that are blemish free.
Greg
You could have that little spot welded up/polished down and you wouldn't see a thing out of it.
I understand that for the money you want something that *looks* good enough for a museum, but......there are very few things in the racing industry that are blemish free.
Greg
FSTJACK said:Ronnie would have to agree about flow #'s above 300 CFM on the intake ports on a gen 3.
From what I understand it destroys the flow everywhere but close to full lift.
I have seen a lot of high $ heads destroyed by inexperianced or unknowledgeable porters, flow #'s do not tell the whole story and driveability and torque can go out the window.
It is always good to ask questions on something you do not know about or understand, but be careful of who gives you the answer.
Jeff is the most knowledgeable man in the world with regards to port configuration on how to make HP & TQ on a Viper motor.
Hey FSTJACK, great to hear from ya and hope all is well!
Agreed, I have had several long conversations with Jeff and he is one of those rare individuals willing to talk openly about the hard won, advanced stuff...
I pulled my Strikers a while back just to LOOK at what was going on in there and to do a detonation check (none). Gotta love a great CNC program that provides cyl to cyl consistency like that...Super efficient looking burn patterns as well, WOW! It's great when theory and results play well together...
There is still the small matter of the ported T.B.....
Ronnie
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