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.
How to Build a Lightweight 650-hp Big-Block Mopar for the Street
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.Forums New posts Search forums. Media New media New comments Search media.
Learn more about Dennis Kirk. We're always looking to improve your shopping experience. If you have experienced a problem with our website, please describe the issue in as much detail as possible so our team can explore it further. Details Shipping Cutoff Times.
Click here for more details.F\u0026B Six Pack Magnum MPI intake for modman manifold
Enter keyword or part. View Cart Checkout. My Garage. Saved Rides Manage Rides. Lug Height: 0. Wear Rods: Add a new ride. Snowmobile Categories.
Find Parts Fast. Select Year. Select Make. Select Model. Snowmobile Parts back. Shop By All Snowmobile Parts. Snowmobile Accessories back.As 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. Click on the colored words and it will open a new browser window where you can view the prioduct without losing your place in the tech article. 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".
Due to other manufacturers inability to provide an adequate supply of heads and the high demand for just such a head, we needed a product to fill the void, and we have been successful at doing just that, and more, with the HUG head.
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.
Finally there is a fully CNC ported head with a cc port volume.In the November issue of Mopar Muscle, we began building a bracket engine for the '72 'Cuda owned by local Mopar enthusiast Jim Freed, by assembling the bottom end of a inch big-block.
In this month's issue, we'll top this durable short-block with Indy Cylinder Head's cylinder head and intake package, and dyno tune the engine for power and reliability. Big-block Mopar engines are known for making big torque and horsepower. What many off-brand racers don't realize, however, is how reliable these engines can be. For the bottom end of this big-block, we chose a cast-iron Mopar Performance siamese bore block, and filled it with a rotating assembly from Scat Crankshafts.
The 4. The cylinder heads are vitally important and must be able to flow enough fuel and air to support the engine's relatively large inches. Available in several configurations for both the low deck B block as well as the higher deck RB block, Indy's kit includes everything needed between the block and carb, and is economically priced, especially when compared to purchasing each piece individually.
Even in un-ported form, these heads have been shown to add up to horsepower to a properly builtwhich is difficult or impossible to achieve with any factory big-block cylinder head. For our inch engine, we selected the CNC heads along with Indy's aluminum single-plane intake manifold. As an upgrade, we opted for Jesel rocker arms, which incorporate pairs of rocker arms mounted to individual shafts. These rockers require the top surface of the cylinder head to be machined to attach the Jesel mounting plates, and can eliminate the need for external oiling provisions normally required with the heads.
The Jesel rockers can be oiled by either spray bars mounted in the valve covers, or, as in our case, they can actually be oiled through the pushrods from the lifters. Oiling through the pushrods is somewhat simpler, with the only sacrifice being a reduction in idle oil pressure. Fortunately, the big-block Mopar oiling system supplies plenty of oil volume to critical engine parts, so a reduction in idle oil pressure isn't a concern, especially in a race engine like ours.
With our short block complete, we bolted the cylinder heads in place utilizing ARP head studs and Cometic multi-layer steel gaskets. We've had great luck with Cometic head gaskets, finding them to seal as well as copper gaskets without the requirement of stainless-steel o-rings around the cylinders.
Cometic does require a fairly smooth finish on the deck of the block and cylinder head sealing surface, so make sure your machine shop can meet this requirement prior to purchasing any MLS gasket. Fortunately Auto Performance Engines is equipped to machine the surfaces to the proper finish, so this wasn't an issue.
As an alternative, we've found Cometic gaskets to seal well with a standard finish on the deck and head, so long as a small amount of silicone is used around the water jackets. It is certainly better, however, to machine the surfaces to the proper finish. With the heads in place, we assembled our Jesel rocker arms and bolted them to the cylinder heads. Jesel shaft mounted rockers set the standard in valvetrain stability, and while they may be slight overkill for an engine like this one that won't see rpm over 7, the Jesel rockers will ensure this engine is durable and will require very little maintenance.
The Jesel rockers are lightweight as well, further enhancing valvetrain stability and reducing the tendency for the pushrod to flex during valve opening. Topping this big-block, we utilized a single-plane, aluminum intake manifold from Indy Cylinder Head with a Holley series Dominator carburetor flange.
An engine this size definitely needs an appropriate amount of fuel and air to run properly, and the Indy intake matched with a cfm Dominator carb will provide a good baseline for this engine. In reality, an engine of inches may like a larger carburetor and could even benefit from dual carbs.
But for the purposes of this build, the will allow us to dyno the engine, and get an idea of the power it will make. Once installed in Jim's 'Cuda, we'll likely try a variety of carburetors on the big-block to optimize the combination. With our big-block assembled, we bolted it to the Superflow dyno at Auto Performance Engines to tune it and measure its power output. An engine dyno doesn't just determine the power and torque an engine makes, it's also a useful tool when it comes to experimenting with different timing and carburetor specs, and is a nice way to check for leaks or problems prior to bolting the engine in a car.
With our engine warmed up we applied a slight load on the dyno servo to help seat the rings, then made a partial power pull to check the engine under a full load. The big-block sounded powerful, making respectable power and torque on the short pull, so we pulled the oil filter to check for contamination and checked valve lash prior to making power pulls. Finding the valve lash to be just where we had set it and no excessive metal in the oil filter, it was time to tune this engine and see what kind of power it would make.
Increasing ignition timing and carburetor jetting netted additional power, and peak horsepower was achieved at a leisurely 6, rpm. With peaks of To see videos of this engine running on the dyno at Auto Performance Engines be sure to visit our website, moparmuscle. Even better, peak horsepower was obtained at a leisurely 6, rpm, ensuring this engine will last a good long time before needing to be freshened up.
Check out the power and torque this big-block made.Have you ever wondered if the parts you're using are the best ones for your application? We sure have, which is why we take advantage of any opportunity to test a variety of parts and pass along the results. So, while we had our standard bore, standard stroke bolted to the dyno at Auto Performance Engines, we decided it would be a good time to see which intake manifold worked best with this combination. We all have our own ideas about what style intake is best for a certain engine, and there's no doubt that exotic, hand-fabricated tunnel ram intakes make big peak numbers.
The problem is they don't fit under the hood. Alternatively, stock intake manifolds fit inside the engine bay nicely, but their dual-plane design isn't usually the best option for modified engines. With so many intakes available, however, which one is right for your big-block? Intake manifold designs have been numerous and varied throughout automotive history, and Chrysler has always been one of the most innovative companies when it comes to engineering intakes to make impressive power and torque.
In fact, some of the intake manifolds engineered by the Chrysler Corporation could be considered even more exotic than aftermarket components, like the long-ram dual-quad intake installed on RB engines during the early '60s. This intake actually placed a carburetor over the inner fender opposite the bank of cylinders it fed, and the long-ram design made killer torque in the 2, rpm range. Since then, Chrysler has designed a number of notable, multi-carb intakes for their V-8 engines, but the most widely used performance intakes used by Chrysler were of the dual-plane, single four-barrel design.
With forged pistons, a Comp sold lifter cam, Comp roller rockers, and cleaned up casting cylinder heads, this combination makes good power without breaking the bank. For the details of thisbe sure to check out the April '13 issue of Mopar Muscle. To understand why Chrysler utilized the dual-plane intake almost exclusively on the engines they produced during the muscle car era, we must first understand the intended market for these cars.
Indy Cylinder Heads - 535-Inch Bracket Monster
Not everyone who purchased a Road Runner or Super Bee was interested in maximum performance, as the average customer wanted a cool looking, fast car that would turn heads as well as get them to work and back reliably. The dual-plane intake manifold is ideal for this type of vehicle, because while it does have some performance limitations, it also ensures smooth operation in all climates, and offers a broad torque curve, which is what most drivers notice when accelerating from a stop light or doing a burnout.
That being said, most performance enthusiasts almost immediately removed the factory intake manifold in favor of a lighter, and better flowing, aluminum aftermarket intake once they had their car home from the dealership. To mount our Holley cfm Ultra-HP carb, we needed a one-inch spacer due to interference with the intakes choke provision.
Aftermarket companies realized early on that they could offer a substantial performance improvement to car owners by designing better intake manifolds for their vehicles. Nearly all aftermarket intakes are made from lightweight aluminum, and many replacement intakes are of the same dual-plane design as factory intakes.
The problem here is that the dual-plane design limits performance, since each cylinder only gets to benefit from half of the carburetor's available induction flow. Modern dual-plane intakes resolve this issue with a notch in the plenum divider, but for real performance, especially if the engine is modified with an aftermarket cam, headers, a larger carburetor, or even cylinder head porting, an intake manifold of single-plane, or open plenum design, is the best choice. Fel-Pro also offers intake valley gaskets that take care of this for you, but we didn't want to waste one of those on our test engine since this gasket will be trashed after our testing.
Single-plane intakes, as the name implies, allow all four barrels of the carburetor to feed one plenum area, which in turn feeds all of the engine's eight cylinders.
Drawbacks to this design include a tendency for uneven fuel distribution when the engine is cold, and engines with single-plane intake manifolds can be cold natured, but for overall performance the single-plane intake manifold is widely regarded as the best all-around choice for a modified, high-performance engine. Peak torque was up to It's amazing how a simple intake swap really woke up our The we're testing in this article is just such an engine, as it has been modified with forged flat-top pistons, a Comp Cams solid lifter, flat-tappet camshaft, Comp roller rockers, and mild porting to the casting cylinder heads.
We built this engine on a tight budget the details are in the April '13 issue of Mopar Muscle and have used our as a dyno mule to test several components since the build.
While we had the engine on the dyno, however, we thought it would be a good time to see which of the wide variety of single-plane intakes would make the best peak, and average, torque and horsepower.
Peak torque was down slightly, but average torque numbers still looked stout. We already decided that our would benefit from an aftermarket, single-plane intake manifold, so we needed to decide which intakes to test. In order to validate our results, we also needed to establish a baseline for the tests, which we did by initially dynoing our engine with a factory, HP cast-iron intake manifold.
With our baseline established, we then tested single-plane aluminum intake manifolds from Holley, Edelbrock, Mopar Performance, and Indy Cylinder Head. Even so, the Indy intake performed well, and would really show its potential if used with aftermarket cylinder heads. During our intake test, we utilized the same Holley cfm Ultra-HP carburetor on all of the intakes. We've found this line of carbs to run great out of the box, and kept jetting the same for all of the test pulls.
We also kept the engine's ignition timing the same for all the pulls, as well as valve lash, to reduce the number of variables during our testing. Luckily, the big-block Mopar doesn't have any water jackets running through the intake manifold, making it easy to perform intake swaps without draining coolant.As 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.
1996 Polaris Indy 440 products
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. Finally there is a fully CNC ported head with a cc port volume. The EZ with the port opening on the left. The EZ ports appear larger because they are out to gasket size, out of the box. Yes, we will be porting these new EZ heads, some preliminary tests show us that these heads have some terrific potential, possibly beyond what is currently available in CNC'ed form and with smaller port volumes how does cfm at 0.
We are test porting them as this is being written, June As a side note, we picked up our first order at the Indy plant, visited with their staff and toured the facility. We were impressed with the size of their operation and the fact that their business is more of a manufacturing facility than and end user supply source.
Russ, one of the owners, said as much in that they are more oriented toward servicing dealers than individuals looking for help building their engines.