RHS Head Swap - LQ=HP

A comparison of the stock (left) and RHS intake ports shows the difference between 205 cc and 225 cc of intake runner area in the new heads. RHS’ Kevin Feeney says, the flow numbers are conservative, as the RHS engineers focused more on the quality of the airflow, rather than just quantity. If the air speed is hindered, low-end torque suffers. Based on our numbers, we’d have to say this isn’t a problem with these heads, as our creation has plenty of low-end pull along with gobs of top end power.

The combustion is also much different than the OE chamber. It’s got more of a kidney bean shape, as opposed to the heart-shaped stocker. It’s also designed to “improve airflow and flame propagation”, which leads to increased power and torque. Again, we’d have to say that our numbers bear out the claims. It also bumped the compression up a bit, from 10:1 to 11.41:1—we had to back our timing off by 1 degree, but still made great power on California’s tepid 91-octane gas.

And finally, we outfitted our engine with Edelbrock’s latest aluminum ignition coil covers. The factory coils bolt directly to the cover, eliminating the factory bracket. They look great, but this engine still looks better than it runs, which is how it should be. CHP