Drag Racing Cylinder Head Hammond LA

Looking for Drag Racing Cylinder Head in Hammond? We have compiled a list of businesses and services around Hammond that should help you with your search. We hope this page helps you find Drag Racing Cylinder Head in Hammond.

Champ's Hammond Collision Center
(985) 543-0059, 001-2004
1135 South Morrison Boulevard
Hammond, LA
Certifications
Blue Seal Certified
Membership Organizations
National Institute for Automotive Service Excellence (ASE)

Data Provided By:
Henry Lamonica
(985) 542-7710
2810 W Church St
Hammond, LA
 
Johnny's Conoco Service
(985) 345-0627
209 West Thomas Street
Hammond, LA
Specialty
Lubrication Service, Tires/Wheels
Hours
Mon:7:00 am-5:00 pm
Tue:7:00 am-5:00 pm
Wed:7:00 am-5:00 pm
Thu:7:00 am-5:00 pm
Fri:7:00 am-5:00 pm
Sat:(Closed)
Sun:(Closed)
Payment
Cash, Check, Credit Card

James Tire Service
(985) 345-2861
2806 W Church St
Hammond, LA
 
Herry Transmissions Inc
(225) 567-5173
46075 Kate St
Hammond, LA
 
Tony''s Tire & Automotive Inc
(985) 345-0850
14340 W University Ave
Hammond, LA
Services
Car Washes, Car Detailing, Tire Shops

A A M C O Transmissions
(985) 345-8243
106 Market Street
Hammond, LA
 
Ross Downing Chevrolet
(866) 206-4720
600 S Morrison Blvd
Hammond, LA
Specialty
Air Conditioning Repair, Brakes, Electrical Service, Emission Testing, Engine Repair, Exhaust Repair, Front End Repair, General Automotive Repair, Inspection & Diagnostic, Lubrication Service, Machine Shop Service, Maintenance, Radiator Repair, Transmission, Wheel Alignment
Hours
Mon:7:30 am-6:00 pm
Tue:7:30 am-6:00 pm
Wed:7:30 am-6:00 pm
Thu:7:30 am-6:00 pm
Fri:7:30 am-6:00 pm
Sat:7:30 am-5:00 pm
Sun:(Closed)
Payment
Cash, Check, Credit Card

Smart Buy Auto Sales
(985) 340-8909
14618 University Ave
Hammond, LA
 
Applied Signs
(985) 542-7112
2504 W Church St
Hammond, LA
Services
Auto Body

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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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