Drag Racing Cylinder Head Columbus NE

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Pats Exhaust Shop
(402) 563-3876
2064 44th Avenue
Columbus, NE
Services
Mufflers Repair

United States Government
(402) 564-3293
2659 14th Ave
Columbus, NE
Services
Service Stations,Gas Stations

Bill''s Tire Outlet Inc
(402) 564-6369
3200 6th St
Columbus, NE
Services
Car Washes, Car Detailing, Tire Shops

Columbus Tire and Service Center Inc
(402) 564-6229
2910 13th Street
Columbus, NE
Services
Alignment Repair

Freeway Muffler and Brakes
(402) 564-2868
3915 23rd Street
Columbus, NE
Services
Mufflers Repair,Radiator Repair

Wallicks Radiator
(402) 564-4515
2615 11th Street
Columbus, NE
Services
Radiator Repair

Precision Unibody and Auto Sales Inc
(402) 564-4111
852 33rd Avenue
Columbus, NE
Services
Alignment Repair,Truck Auto Body

Performance Paint & Body Shop
(402) 563-1937
2119 13th St
Columbus, NE
Services
Auto Body

Phil Spady Chrysler
(402) 564-2846
2806 23rd Street
Columbus, NE
Services
Radiator Repair,Tune up Repair

Griffiths Livestock Trailer
(402) 564-5508
4411 SE 16th Street
Columbus, NE
Services
Trailer Repair

Drag Racing Cylinder Head Selection

Brendan Baker

When you talk about performance heads for drag racing - or any other performance application for that matter - the best heads aren't necessarily the ones with the biggest cubic feet per minute (CFM) numbers. Experts say that the key ingredient is high velocity matched with good flow. But the high flow numbers may blind your customers from seeing the whole picture, so it is up to you to explain.

Some cylinder head experts compare flow numbers to horsepower numbers on a dyno - but guess what? They're not all equal. So if you see one head with extremely high CFM numbers there are a couple of guesses what may be going on. One cylinder head expert says that the general enthusiast/racer doesn't know if the numbers are bogus, all he sees is a big number and that's what he wants.

Larger engines need larger volume ports. And today there are many aftermarket cylinder heads to choose from with larger ports. But before these heads were available, drag racers didn't have many options as to what size heads to use. Most racers would look for the biggest stock head available and adapt it to their application. Yet one of the biggest problems with using stock heads is that you're stuck with the port locations and the thickness of the casting, so you can't get too radical.

Some aftermarket heads have features such as raised runners and relocated ports to improve airflow. Today's aftermarket "as cast" cylinder heads with unmachined ports often flow better than stock heads that have been ported. And "bare" aftermarket heads are available to allow CNC porting to create almost any shape port you want.

Cylinder head specialist Darin Morgan says that with all the aftermarket heads available choosing a cylinder head today is a difficult task. Unfortunately, a bad choice can cost thousands of dollars in wasted time, says Morgan, and a bad head choice may go unnoticed without ever showcasing how good your engine could have been.

So with all the heads on the market, how do you make the right choice? Morgan says it's a complex issue with no simple answer.

"I wish I could lay out some quick and easy mathematical equations or some simple guidelines to help, but there simply aren't any," says Morgan. "It's a complex issue, which is why so many people have trouble. The best way to grasp what's most important is to use what I consider the five most important variables used to tune the induction system:

Average velocity;

Individual instantaneous velocities;

Shape/design (maximize a homogeneous velocity profile over the entire port and at the same time promote efficient flow);

Rate of velocity change; and

Airflow. Morgan says that if you follow his five variables you'll soon find the most important rules of designing an induction system are: Velocity, Velocity, Shape, Velocity and, finally, Airflow.

We then talked to Curtis Boggs at Race Flow Development (RFD), who says his company takes a bare casting and comes up with its o...

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