Call: Todd worked on the 1st Indy wedge block in We offer true bolt on performance with premium valves, springs, retainers, and many more options. Call or email us for pricing and information on any custom work you might need. If it comes from Indy, we can make it better and faster! They have stock low exhaust port location and bolt patterns meaning that most standard exhaust headers will work. This means that if you want Indy power and want to use your existing stock exhaust headers, this is the head for you!
Like all Indy heads, EZ heads feature long valve design and a cast aluminum valley plate. More intake volume cc EZ equals more power. There are four different EZ heads to choose from. Long valve stem design cc intake port volume Stock exhaust port location Stock intake opening Stock pushrod location Stock rocker arms Stock rocker shaft oiling 2.
The as cast EZ Indy head incorporates the original design raised intake runner and Indy aluminum valley plate. Stock paper intake gaskets, stock exhaust gaskets and stock rocker arms are used. Angle spark plugs with standard low exhaust port and bolt pattern. This is a cure for common clearance problems. Long valve stem design cc intake port volume Stock exhaust port location Stock rocker arms Stock pushrod location Stock rocker shaft oiling 2.
This allows all Indy manifolds to be used or all after market Max Wedge X-rams. Standard low exhaust port. Long valve stem design cc intake port volume Stock exhaust port location Full CNC port cc intake Stock pushrod location shaft oiling Max Wedge intake opening 78cc closed or 82cc open cbr 2. A high torque cc Max intake runner and hi velocity low exhaust port.
Must use external shaft oiling. If you take off the cast iron combo and add this you will gain hp. Long valve stem design cc intake port volume Stock exhaust port location Full CNC port cc intake Stock pushrod location Offset intake rockers needed shaft oiling 78cc closed or 82 cc open cbr 2. The Big Easy is an expanded version of the Little Easy.
The main difference is the volume of the intake runner. Offset intake rockers are required with external shaft oiling. The Big Easy is a must for racers who want a cubic inches combo in their A body car with low exhaust ports. The legend lives on! Our biggest challenge to date was to design new life into an almost forgotten normally aspirated engine.
Integral cast iron rocker stands, moveable rocker shafts, exhaust valve relocation, taller valve cover rail. Long valve design- feel the power! Moved exhaust angle and raised port Integral rocker stands cc chamber volume cc intake port volume. The RA legend head is a great choice for blown street machines or serious bracket racers that have tremendous horsepower needs. Indy has incorporated a raised exhaust port to balance out intake to exhaust air flow percentages.
This head also features an exhaust valve that has been relocated 2 degrees toward the cylinder wall in order to gain valve to valve clearance. This makes sinking valve jobs or cutting valves for clearance a thing of the past.
Internal rocker stands along with Indy rocker rollers make this a superior combination. The RA6 is a serious legend head for bigger cubic inch engines.
Build a cid engine with our big volume intake and watch outAs you read through this article you will notice some of the words appear in orange or in blue. These are links to the product they are describing. When you are done looking at the product or you have added it to your cart simply close out the window and you can continue where you left off in the tech article.
The words "stock replacement" to us, and to you, should imply that a head can use all stock parts. Not that you would want to run them, but the parts would fit and work on them, such as the iron intake and exhaust manifolds, OEM stamped rockers and stock valve covers.
Well they all do fit, and no, we did not try to run them! Also, it is a head that can be ported to flow with many of the "race" heads on the market that have stock valve locations and maybe even better stay tuned. The constant demand by our customers for more power has lead us to the Indy line and we are very pleased to offer their products.
If you want to run with the big dogs you gotta get off the porch, so we're "getting off the porch". Some of the EZ advantages are: 1. If we don't have what you want we are 1 shipping day from INDY. The assembled heads with the pushrods, valley cover, head bolts and intake gaskets cost the customer less than when purchased separately.
Finished quality. This allows us to deliver a finished head for less. Smaller combustion chambers, in other words, more compression. A wide range of options including CNC porting.
Many accessories. For example, large port intake manifolds in several configurations as well as cast, aluminum valve covers. The Indy heads have raised intake ports, and 0. Unlike previous Indy heads, the EZ heads oil the rockers thru the heads just like the stock heads and therefore do not require any external oil lines. The EZ's have 2. You will need longer push rods, which come with the kit. What kit? The INDY head is available with a basic kit that contains the longer, cut-to-length push rods which are 0.
The head with the "Kit". The pushrods and head bolts are shown for 1 head, but you'll get them all. The base head is a EZ and it has the port opening opened up to gasket size. In the right hand photo below, the head on the bottom is a stock ' Next in line is a fully CNC'ed head, including the combustion chamber, with a cc port volume.The swap meet — a staple among car enthusiasts of all ilks — is a little bit like a lottery ticket.
More often than not, the winning numbers come up empty with sticker after sticker revealing sufficiently-priced muscle car parts demanding premium pennies. Drudging up and down each precious aisle with a keen eye out for a decent deal can easily soak up an entire day. Digging to the bottom of every single milk crate is a must for the die-hards, but we usually attend for the neat, nifty, and new stuff.
With most muscle cars pushing fifty years old, it was surprising to see such a selection of parts, especially when it came to engines. Induction systems, both modern and vintage, were out in full force as well. A new-in-the-box Hellcat supercharger garnered quite the crowd and, for the old-school types, there were plenty of carburetors scattered about. Six Packs, cross rams, and all varieties of four-barrels were priced from mild to wild. A reference sheet with date codes or list numbers can be infinitely handy when buying original parts like carburetors, so research prior to any meet is a must.
On the exit side, exhaust components were plentiful as well. From the licensed Pentastar logos to the correct date-coding, we could have poured over their detailed work for hours.
One thing we definitely noticed was that nice original interior parts, for obvious reasons, are getting real hard to find. OEM steering wheels, horn rings, and consoles all seemed to command decent dollars. Luckily, the aftermarket has filled most of those voids, but plenty of niche components will be getting harder and harder to find. One of the biggest advantages of going to a show like this is the savings that can be had on shipping.
Big sheet metal parts carry big shipping costs, but not if you pick them up at the show.
The same goes for other large items like exhaust, engines, transmissions, and rear axles. Furthermore, sales representatives were on hand at every vendor booth to make each transaction as smooth and correct as possible. We gladly waded through their sea of aluminum performance parts to check out the latest in intake manifolds, cylinder heads, valve covers, blocks, and crate engines.
New Hemis, old Hemis, big-blocks, and small-blocks were all on the floor and ready to go. Hughes Enginesever vigilant in an endeavor to educate their customers, was doing way more than just slinging parts.
Dave Hughes himself was on hand to host a FREE seminar about engine combinations and how to select components that will work together.See all 21 photos.
All it took was a call from a long-time Mopar friend, Vic Palumbo. Could you port and bolt 'em on my '67 GTX? The Indy SRs would have to prove themselves against a set of heads with the typical modifications. One thing not included was the valley cover plate that would be necessary to perform the head swap. Also ordered was the aforementioned install kit and valley cover from Indy. Vic's '67 already had sufficient hood clearance with a Hemi hoodscoop, and at this point we felt we were good to go on with the swap.
The in the GTX is a The heads came from a local machine shop with the larger 2. On the flow bench the iron heads were good for cfm at. Stock heads with the 2. Max Port Our original intentions were to fully port and polish the Indy SRs, back-cut the intake valves, and retain the stock size intake port openings.
We brought the aluminum castings-one ported and one stock-to the RBRE facility in nearby eastern Pennsylvania. Mike Barton flowed the SRs Mike has flowed and ported many Indy headsand back-cut the intake valves to 28 degrees. Russ highly recommended we enlarge the port openings to the Max Wedge size. We also removed. The Max Wedge-size port openings raised the flow numbers at low, mid, and high lift through the roof see charts.
This will save you many hours of porting. The problem is, there's not enough material to do so. This prompted us to use the Indy D RB dual-plane intake. This intake features taller runners and larger ports, but is similar in design to the Performer RPM, which utilizes stock size port exits.
Fortunately, the Indy intake had plenty of material for us to port match to the Max Wedge size. The same Speed Demon carburetor was employed for all strip and dyno duties. Earlier we mentioned a high-velocity cam would be advantageous in promoting air velocity with Indy's larger intake ports. So we tossed the stock 1. We also enlisted a pair of Indy's thick-wall rocker shafts. The SRs can use any stock-type replacement adjustable rocker, and there is no need for expensive offset rockers.
The 1. The changeover to the Indy SRs was as simple as bolting on a pair of stock heads, with the exception of the Indy valley plate. It must be bolted on before the heads are installed. Remember that upgrading from s to Indys does require longer pushrods and the installation of an external oil line kit for the rocker assembly.
We were impressed by how well the Indy intake ports aligned with the ports on the heads. Initially, we set up the hydraulic lifters at zero preload then turned the rocker adjusters in another quarter turn. The quarter-turn setting made for a noisy valvetrain, even after a minute warm-up. Ken Lazarri at ICH suggested we try a three-quarters to a full turn from zero lash.
At three-quarters of a turn the valvetrain was quiet and the was more responsive than ever. The revamped RB was warmed up and checked for any possible fluid leaks. A half-hour ride was taken to bring everything up to operating temp.Call: Todd worked on the 1st Indy wedge block in We offer true bolt on performance with premium valves, springs, retainers, and many more options.
Call or email us for pricing and information on any custom work you might need. If it comes from Indy, we can make it better and faster! Indy Cylinder Head offers these blocks fully machined and blue printed. All blocks include: cam bearings, dowels and plugs installed. CNC bored located off deck dowels.
The Indy IC block is capable of supporting hugh horsepower due to the changes we have made: Billet steel splayed bolt main caps, valley cross braces, improved head bolt clamping, interlocking Hi nickel ductile dry sleeve construction and improved oiling. Indy Maxx aluminum blocks are the finest water jacketed blocks in the industry. These blocks easily handle high horsepower loads with reliability that's second to none. All our Indy Maxx water blocks include: choice of sleeves, cam bearings and screw in core plugs installed, dowels and oil gallery plugs supplied, Steel billet main caps, all 5 main caps cross bolted, siamese dry sleeve construction.
Machined aluminum block 4. No one can put together a finer rotating assembly than Indy Cylinder Head.605 Hemi dual plug engine for sale
Our years of experience and testing allows us to assemble just the right combination of components to generate real horsepower. The quality of the components used in our rotating kits is unsurpassed assuring you of an engine build that will be done right the first time.
Balancing is available on all rotating kits unless noted. For the do it yourself enthusiast we offer Indy short blocks as kits. These kits are designed with everything you need to assemble a high quality, powerful Indy Engine.
Kits include fully machined blocks, crankshaft, rods, pistons, pins, rings, rods and main bearings.Auto, Truck, Marine Engines and many more.
The casting number is located on the exhaust side of the head above the exhaust manifold.
Indy Cylinder Heads - Headed To Indy
If you need to leave us information about the cylinder head features you need: Example- The cast number is or I need the driver side head. Casting numbers are incredibly important for a car owner to understand when buying and installing new parts in their engine. Ford is one of the largest car manufacturers in the world, famous especially for its trucks and SUVs. The Ford F-Series has been in production sincemarketing its lighter trucks to the public as robust solutions for work and personal use.
The Ford Taurus was a favorite among many U. This revolutionary vehicle was manufactured by Ford from to with six generations produced over 34 years.
Excellent workmanship. I have used these guys for years, purchasing many heads and have never had a come back. Thank you for great service. Highly recommend Clearwater Cylinder Heads have purchased two sets of heads for my business totally satisfied with everything I love the fact they do not charge you core they give you 30 days to get the vehicle running and return the cores at their cost this is a great thing we are corms transmissions and Complete Auto Care Monroe City Missouri will continue using Clearwater Cylinder Heads.
Tim, Thank you and your Crew for helping me out when I found myself in a really bad situation. I will tell all my friends about you folks and your Company! CCH does incredible work! From a valve job to a new cylinder head …they are top notch!
Service is excellent, fair pricing, and a very well qualified work staff that knows their stuff! If you need a cylinder head I recommend giving them a call!! One of the best in the industry!! Bought a head from them via the phone, the car is running great, no flaws and they even prepaid the return shipping. Needed a new cylinder head for my Jeep Wrangler 4.
Clearwater Cylinder Head was recommended from a Jeep thread I was following. Price was a little more than rebuilding my old head but I was getting new valves and a better casting on the new one. Tim at Clearwater was very helpful and explained everything thoroughly. Great service and was at my door sooner than expected. Will use this company again and will recommend them when needed.
Very happy with Clearwater Cylinder Heads. I had a problem a head that was 4 years out of warranty and they repaired it free.The engine for these cars was designed and built by Ford beginning in the fall of Their objective was to build a racing engine of CID, producing at least hp, and weighing no more than lbs. The competition the was Meyer-Drake Offenhauser.
Ford purchased an Offy and tested it in one of their dyno cells. It produced hp at RPM. The team had their work cut out for them! The design project was divided into two phases. First, to baseline the Fairlane engine that was to be the basis of the new engine. Second, to develop a reliable aluminum version of the engine. Work on the began on Sept.
The high performance used in the Cobra was the starting point, dubbed the Stage 0 engine. Stage 1 involved revised and enlarged intake and exhaust ports, and The special intake manifold carried four 46mm downdraft Webers carburetors. Larger valves, hollow-stemmed intakes and sodium-filled exhausts were fitted to the heads, along with high silicon content aluminum alloy retainers.
Indy 440-1 cylinder heads
The connecting rods were taken from the HiPo engine, fitted with bronze wristpin bushings, shot-peened and polished. The crankshaft used cross-drilled journals for improved connecting rod bearing lubrication at higher engine speeds. After several different camshaft grinds were tried, the produced hp on gasoline, meeting the power objective set for the Lotus racecar.
Work on the aluminum Stage 2 engine began on Nov. The front of the block and timing cover were completely redesigned to support a gear driven camshaft and water pump. Bolt holes were lengthened to a thread engagement of 2 X bolt diameters. Main bearing caps were wider and held by 4 bolts.
Cylinder heads were attached by studs, using six per cylinder. Four addition studs protrude from the lower edge of the block, and four studs aim down from the heads themselves into bosses at the edge of the lifter valley. The bore size was changed from the 's 3. The block was fitted with dry cast iron sleeves, pressed in. The tops were grooved to carry a steel O-ring gasket. Oil and water passages were sealed with rubber O-rings and a bead of sealant ran across the lifter valley. This dry deck arrangement was later used on the Boss All torqued down, there was a slight air gap between the deck and cylinder head, concentrating all the clamping loads on the cylinder sleeve O-rings.
These heads used aluminum bronze alloy valve guides, alloy steel valve seat inserts, steel valve spring seats, oil passages for the shaft mounted Y-block style rocker arms, and four additional bosses to hold the top row of head studs. The production cast iron crankshaft was not up to the rigors of Indy. The racing engine used a forged steel crank, with revised counterweighting for internal balancing.
Bearing size and type was identical to the HiPo, tri-metal Clevite. The rod crank pins were drilled to lighten and and formed an oil reservoir.
The ends of the holes were plugged with steel cup plugs, and pinned. This is similar to that found later on the Forged pistons were used, with full-floating pins retained by double-helical spring retainers.