The VIPER Garage

Vendor Area => Striker Heads => Topic started by: RTTTTed on December 16, 2011, 11:53:16 AM

Title: Striker Heads numbers and info
Post by: RTTTTed on December 16, 2011, 11:53:16 AM
Thankfully  BADACR is a friend of one of the Stryker distributors in Canada and got this information for us.  Unfortunately it doesn't include Gen 4 info, but there probably isn't enough benefit to go Strikers on a Gen 4...

VIPER CYLINDER HEAD OPTIONS and
GENERAL VIPER ENGINE INFORMATION:
GENERATION I TO GEN III

GEN-I
The model years for this car are 1992-1996. The production valve sizes are 1.920 Intake & 1.580 Exhaust. Most Viper owners are under the impression that the Gen I can not make as much horsepower as the later year cars; but this isn’t true. Gen 1 factory hp is 425 and the engine displaces 488 c.i. Most rear wheel dyno numbers come in at 385 to 395 hp. It is possible to make 500 to 530 rear wheel horsepower with a properly modified cylinder head, cam & rocker arm package and a set of high flow headers.

GEN-II The model years for this car are 1996-2002. The production valve sizes are the same as Gen 1 cars 1.920 Int. & 1.580 Ex. This is the most popular model car. Gen 2 factory hp is 450 and has the same 488 c.i. displacement as the Gen I cars. Rear wheel numbers in stock form come in around 410 to 420 hp. With a cylinder head, cam & rocker arm package you can make 530 to 580 at the wheels. Tuning, headers & other bolt-on’s contribute to the 50 horsepower spread.

GEN-III
Gen-3 model cars are from 2003 to 2006. The cylinder head is basically a factory- ported Gen 2 head. Production valve sizes are 2.000 Int. & 1.580 Ex. The engine size and horsepower increased to 505 c.i. & 500 hp. Rear wheel hp is 435 to 445. With Strikers @10.5:1, a matching cam, tune and full exhaust mods, you can expect 600 horsepower to the wheels through a manual transmission. The Gen III engine was also used in the Ram SRT-10 trucks through the 2006 model year. It is, with the exception of the oil pan, exhaust manifolds and a couple of minor changes, the same engine that powers the cars. The automatics on the Ram SRT-10 Quad Cab trucks (introduced in 2005) are typically 30 horsepower lower than the manual transmissions because of power losses through the automatic transmission.
Note: when using any aftermarket rocker system you must use a valve cover spacer kit.

STRIKER HEADS:
The J.M. Striker Head is the first and only head of its kind. J.M. used over 15 years of racing head experience to develop the Striker Head. J.M. realized the Viper is a superior car that needed a superior cylinder head. The Striker head will meet and exceed an impressive amount of abuse that any Viper owner can place on it. From street, to road race, to radical drag racing there is a Striker head option for you. The JM Striker Head for the Dodge Viper accommodates both Gen-2 and Gen-3 engines.
Features include intake valve sizes from 2.040 to 2.150. Exhaust size from 1.580 to 1.625. All existing intake manifolds, exhaust manifolds & aftermarket headers will fit this head. The guide centers have been moved to un-shroud the valves while improving the “line of sight” from the intake manifold to the valve and bore center. This provides a much straighter shot through the intake port. All of these changes while maintaining maximum port velocity, offer a major air flow improvement over any other current ported production head available today (including the GTS-R head).
The new chamber design and spark plug placement have a faster burn rate that allows the customer to run higher compression while still running pump gas. The water jackets are improved and allow more efficient cooling of the cylinder head. Deck thickness has been increased for higher horsepower and blower applications. Material has been added around the rocker arm pads to stabilize the valve train at higher rpm limits where higher lift cams require more spring pressure. Overall the Striker head has more material resulting in increased rigidity for the most demanding applications. The only accommodation required is a different offset for the rocker arms.
J.M. exclusive Striker heads feature;
 Specific 5 axis CNC programs
 Machined to exact tolerances, port to port consistency
 Combustion chamber range from 58cc to 82cc maximum
 Cast from virgin alloy A356 with a T-6 heat treat
 Increased deck thickness
 Ductile iron seats
 Manganese bronze valve guides
 Revised valve locations maximize port air flow and efficiency.
 Larger water jacketing improves cooling
 Hardened head bolt inserts.
 Utilizes existing intake and exhaust manifolds
 Striker Street version with 2.040 intake & 1.600 exhaust valves
 Striker-R (Race) Version with 2.100 intake & 1.600 exhaust valves (Call for more information)
 Requires the use of a shaft style rocker system
 3/8 chromoly pushrods included in package
 Heads come fully assembled (Please specify application) Options available; Bronze alloy seats, Inconel exhaust valves, Drag race & blower springs, Intake manifold port match.
STRIKER- Flow Charts on a Superflow SF-600 @ 28”W.C.
Gen II Heads vs. Striker Street Heads
Gen III Heads vs. Striker Street Heads
TEST #1 // Baseline Test Testing Detail, Engine Dyno

A baseline was established by testing the engine in a “base‟ form. The engine is a 1998 Dodge Viper GTS V-10. The engine is 502 cubic inches in displacement. It has a 4.030 bore and a 3.960 stroke (same displacement as a Gen 3 engine). This engine was in excellent running condition with “break-in” mileage only.

Engine Summary-
- Gen 2 Block - 4.030 Bore Dry Sleeve - 3.960 Factory Crankshaft - Stock Rods - Forged Pistons - 9.8: 1 Compression Ratio - Wet Sump Oil System (Stock) .Stock Cylinder Heads - T&D 1.7 Roller Rockers - Mopar 708 Camshaft @ 114 Intake Centerline - Stock Timing Set - Stock Intake Manifold (No Port Match) - Stock Throttle Bodies - Stock Injectors (54 PSI Fuel Pressure) - Hydraulic Lifters - Champion 12YLC Spark Plugs - Edelbrock Headers - Chevron 91 octane pump gas - Factory “crate” PCM
BASELINE STATS-
TORQUE NUMBERS ON THE BASELINE ENGINE ARE 629.83 LBS. FT. @ 4200 R.P.M.
HORSEPOWER ON THE BASELINE ENGINE CAME IN AT 560.37 H.P. @ 5000 R.P.M. DUE TO THE EXISTING PERFORMANCE CAM, ROLLER ROCKERS AND HEADERS INSTALLED PRIOR TO TESTING.
TEST # 1 // JM Cylinder Heads STRIKER Head Testing Detail The first test was conducted using the baseline engine with the following modifications: - JM STRIKER Cylinder head - CNC Ported Street Package - 2.040 Intake Valve - 1.600 Exhaust Valve - Crower 1.7 Ratio Shaft Mounted Roller Rocker Assembly - 74cc Chambers ( 9.8 : 1 compression ratio maintained) - Champion REC10YC4 Spark Plugs
As you can see, with just the installation of the Striker cylinder heads, the torque increased from 629.83 @ 4200 to 683.29 @ 4300. Horsepower numbers rose from 560.37 @ 5000 to 632.99 at 5300.
So far, a gain of 72.62 horsepower and 53.46 lbs. ft. of torque.
Keep reading and look what happened when the cam was installed !
THE TOTAL POWER GAIN WITH THE BASELINE ENGINE THAT ALREADY HAD HEADERS, ROLLER ROCKERS AND A MOPAR PERFORMANCE CAMSHAFT WAS AS FOLLOWS:
TORQUE: A GAIN OF 71 LBS. FT.
HORSEPOWER: A GAIN OF 119.24 HORSEPOWER
**These power numbers were obtained WITHOUT a modest increase in compression (easily obtained with a light head cut before shipping)

TEST #2 //JM Custom Roller Camshaft
Testing Detail The final test was conducted by adding a JM Cylinder Head‟s Proprietary Camshaft (Hydraulic Roller)
This test shows the torque numbers rising to 700.83 lbs. ft. @ 4400 r.p.m. and horsepower climbing to 679.61 horsepower at 5500.
The camshaft alone represents a gain of 46.62 horsepower and 17.54 lbs. ft. of torque !
C.N.C. PORTED O.E.M. HEADS (Available for Gen I to Gen III Viper Engines)
These heads contain the following upgrades:
· Competition „CNC‟ valve job on intake and exhaust valve seats · Heads receive complete „CNC‟ porting for maximum airflow and port velocity · New bronze guides in intake & exhaust, honed for desired clearance · Replace production intake & exhaust seats with oversize ductile iron seats · Combustion chamber reshaped for improved flow and combustion efficiency · Milled deck surface 0.030” to obtain a 75cc chamber volume (9.6:1 to 9.85:1) · Milled intake face 0.030” · J.M. stainless 2.04 intake valves · J.M. Stainless 1.60 exhaust valves · J.M. Spring and Titanium Retainer package · J.M. Valve Spring Locators · New Viper keepers · New Viper seals J.M.
**Note: when using any aftermarket rocker system you must use a valve cover spacer kit for the Gen III engine. We sell spacers & rockers for all years.**
Testing Detail- CNC PORTED O.E.M. VIPER HEADS This test was conducted using the baseline engine with the following modifications: - JM Cylinder Heads Stage 3 CNC Ported FACTORY Viper Heads - 2.040 Intake Valves - 1.600 Exhaust Valves - Crower Valve Spring / Retainer Package
THE CHART ABOVE SHOWS TORQUE ON THE BASELINE ENGINE ROSE TO 661 LBS. FT. @ 4400 R.P.M. AND HORSEPOWER TO 609.63 H.P. AT 5400 R.P.M. THIS REPRESENTS A GAIN OF 31 LBS. FT. OF TORQUE AND 49.26 HORSEPOWER. THESE GAINS WERE REALIZED WITHOUT ADDING A MATCHING JM CUSTOM ROLLER CAMSHAFT !
GEN I O.E.M. VIPER HEADS VS. STAGE 3 PORTED O.E.M. HEADS
GEN II O.E.M. VIPER HEADS VS. STAGE 3 PORTED O.E.M. HEADS
GEN III O.E.M. VIPER HEADS VS. STAGE 3 PORTED O.E.M. HEADS
STRIKER HEADS AND STRIKER BILLET VALVE COVER SPACERS INSTALLED ON A 2005 RAM SRT-10.
THE ENGINE RETAINS A VERY STOCK APPEARANCE IN SPITE OF A WHOPPING 145 BOOST IN HORSEPOWER WITH OUR HEAD AND CAM PACKAGE.
STRIKER INTAKE PORT: YOU CAN SEE THERE IS A MUCH STRAIGHTER SHOT TOWARD THE INTAKE VALVE THAN THE O.E.M. HEADS PROVIDE, DUE TO THE REVISED GUIDE LOCATION.
STRIKER HEAD AND VALVE COVER SPACER WITH THE O.E.M. VALVE COVERS (GEN III), DURING THE PROJECT ASSEMBLY.
A PEEK UNDER THE COVERS AT THE PREMIUM GRADE COMPONENTS USED WITH THE STRIKER HEADS. THIS IS A SHOT OF THE CUSTOM, SHAFT-MOUNTED ROLLER ROCKER SYSTEM USED AS WELL AS THE UNIQUE, BILLET (STRIKER) VALVE COVER SPACERS. THESE SPACERS ALLOW FOR THE ATTACHMENT OF THE O.E.M. VALVE COVERS, HOSES, PLUG WIRE LOOMS, ETC.
THE INNOVATIVE FASTENING SYSTEM AND SATIN FINISH PROVIDES A CLEAN, LEAK-FREE SEAL.
ANOTHER PEEK UNDER THE VALVE COVERS OF THE CUSTOM ROLLER ROCKER SYSTEM AND VALVE COVER SPACERS OF THE STRIKER HEADS.
STRIKER HEADS
Although every engine is a bit different, here are some REALISTIC POWER GAINS obtainable with our Viper Head and Custom Cam Packages…
® 85+ H.P. WITH THE HEADS PROVIDING A SUPPORTING FREE-FLOW EXHAUST SYSTEM (ESPECIALLY ON THE VIPER CAR) IS USED TO COMPLIMENT THE STRIKER’S SUPERIOR FLOW.
® 30 ADDITIONAL HORSEPOWER IS AVAILABLE THROUGH A MODEST INCREASE IN COMPRESSION WITH THE HEADS. FACTORY C.R. IS 9.6:1 RECOMMENDED COMPRESSION RATIO- 10.5:1 (Available by head milling). The fast-burn combustion chamber of the Striker head allows for a nice boost in compression on pump gas without the use of fuel octane boost additives.
® 35 ADDITIONAL HORSEPOWER WITH ONE OF OUR PROPRIETARY CUSTOM ROLLER CAMS.
Total Horsepower Gain with Striker Heads, Camshaft and tuning- 145 horsepower
Note- A large increase in torque will also be realized.
CNC PORTED STAGE 3 O.E.M. HEADS for Gen I to Gen III Viper Engines
For those wanting improved power without going straight to the Striker Head and Cam Package, we also offer CNC ported versions of the stock Viper Heads. These heads with an appropriate matching camshaft can provide an additional 95 horsepower to the wheels with proper tuning and a supporting free-flowing exhaust system.
EXHAUST SYSTEM NOTES:
Due to the additional room in the engine bay, the RAM SRT-10 trucks have a more free-flowing exhaust manifold than the Viper cars. Although headers are recommended for any application, the requirement for headers on the trucks is not as important. We have had great success with the trucks through the o.e.m. exhaust manifolds even with the Street Striker head and cam packages.
A bit of history…
“Years of airflow research and racing experience is being put into the design of these head and cam packages”.
“EVERY ONE of these cylinder heads, from the original stock Viper castings, through the Ported o.e.m. Stage 3 castings to the Striker heads were designed by the same individual-Mr. Jeff Morys; and there is no one more qualified in this area than the original designer. To add to his credentials, Mr. Morys also does consulting work for N.A.S.C.A.R. and Roush Racing.”
“Jeff saw limitations in the production Viper head and designed the Strikers. These heads are a completely new casting, designed from the ground up yet are fully compatible with the o.e.m. Viper engine in terms of manifolds and other bolt-on parts”.
“We offer a variety of solutions for a Viper owner looking to get more power out of their Viper engines, ranging from CNC machine port jobs to the full- on custom Striker heads for the Gen II and III motors. These packages are for those looking to obtain a large power increase without going to the street-style forced induction systems. In fact the power gains provided by the Striker and cam package are comparable or surpass the forced induction system’s performance in a mechanically simple way.”
“The Striker R head is also available for those wanting the ultimate power in a true race head for a big displacement, big turbo Viper drag vehicles”.
“We are very proud to offer the Striker cylinder head. There is NOTHING like it on the market today”.
We also offer ported head and cam packages for the SRT-4, SRT-8 and 5.7L Hemi engines (designed by Mr. Morys) as well as modified heads for the General Motors LS1 engines! Please call or e-mail for more information.
IMPORTANT NOTE:
In an attempt to compare one head to another, flow benches are often used. The c.f.m. value (cubic feet per minute) normally at the Industry Standard of 28” of W.C. is a guide when making comparisons between heads or when porting a head to see how the port reacts to changes to it’s shape.
WHAT CAN’T BE DETERMINED SOLELY BY THESE FLOW BENCH NUMBERS IS HOW MUCH POWER THIS MODIFIED HEAD WILL ACTUALLY PRODUCE ONCE IT IS BOLTED TO A WORKING ENGINE.
The common misconception is the higher the flow number, the better. Or even worse, the higher the flow number the more power the engine is going to make.
For example, the Striker’s Intake port flows 330 c.f.m. on a flow bench. The o.e.m. head flows 270 c.f.m. through the Intake port. So, does that mean if an O.E.M. head can be made to also flow 330 c.f.m. it will produce the same power on an engine as the Striker head? The answer is ABSOLUTELY NOT.
That is not to say that improvements can’t be made through porting the (o.e.m.) factory heads. In fact we sell exactly those and they can provide a rather large power gain on Viper, Hemis and the Neon (SRT-4) engines. Just be aware there is a practical modification limit to any head design.
There is quantity of flow and there is also quality of flow. If you are reading this, you are probably after more engine power and not a high cylinder head c.f.m. number. In fact porting for even more flow past a certain point can actually create a power LOSS!
Properly ported heads along with a camshaft to take advantage of them can provide amazing power gains. Gains that will rival the power and performance (often exceeding) those engines with street-style forced induction systems.
There are no additional hoses, belts, brackets, intercoolers, clamps, methanol injection pumps, larger injectors, fuel pump/system mods or tuning issues. Just ALL MOTOR POWER…ALL OF THE TIME !!

Ronnie
Please contact:
Ron Miller (Canadian Distributor) 403.701.2571 or email me at-
Ronnieshpheads@hotmail.com
This online video has additional information about the Striker head package...
RAM SRT-10 N.A. (QUAD CAB) 1/4 Mile Pass (http://www.vimeo.com/8662709)
Title: Re: Striker Heads numbers and info
Post by: TNT on December 31, 2011, 01:03:00 PM
Wow Ted,
I am still totally hooked on these heads. They are amazing and I really like the fact that my car is still naturally aspirated. I need to just get these on the car and quit thinking about it! Great Info :bow:

Trevor
Title: Re: Striker Heads numbers and info
Post by: RTTTTed on December 31, 2011, 06:04:34 PM
 :D  That's great Trev.  They are defintely an upgrade.  Ronnie's SRT10 is a 577rwhp engine.
Title: Re: Striker Heads numbers and info
Post by: oldcolt on June 18, 2012, 04:23:24 PM
Ronnie and I did Strikers on my truck this spring. I ended up with 575rwhp/585tq with a mild cam. Ronnie is working on his NA build and we expect it to come in at 650+ wheel. I can tell you my mileage is up and my engine runs cooler, even with the stock thermostat. :)

The Striker build is well worth the cost. On a side not, there are no Strikers for the Gen 4.
Title: Re: Striker Heads numbers and info
Post by: RoadRunner on August 12, 2012, 04:29:19 PM
Thankfully  BADACR is a friend of one of the Stryker distributors in Canada and got this information for us.  Unfortunately it doesn't include Gen 4 info, but there probably isn't enough benefit to go Strikers on a Gen 4...

VIPER CYLINDER HEAD OPTIONS and
GENERAL VIPER ENGINE INFORMATION:
GENERATION I TO GEN III

GEN-I
The model years for this car are 1992-1996. The production valve sizes are 1.920 Intake & 1.580 Exhaust. Most Viper owners are under the impression that the Gen I can not make as much horsepower as the later year cars; but this isn’t true. Gen 1 factory hp is 425 and the engine displaces 488 c.i. Most rear wheel dyno numbers come in at 385 to 395 hp. It is possible to make 500 to 530 rear wheel horsepower with a properly modified cylinder head, cam & rocker arm package and a set of high flow headers.

GEN-II The model years for this car are 1996-2002. The production valve sizes are the same as Gen 1 cars 1.920 Int. & 1.580 Ex. This is the most popular model car. Gen 2 factory hp is 450 and has the same 488 c.i. displacement as the Gen I cars. Rear wheel numbers in stock form come in around 410 to 420 hp. With a cylinder head, cam & rocker arm package you can make 530 to 580 at the wheels. Tuning, headers & other bolt-on’s contribute to the 50 horsepower spread.

GEN-III
Gen-3 model cars are from 2003 to 2006. The cylinder head is basically a factory- ported Gen 2 head. Production valve sizes are 2.000 Int. & 1.580 Ex. The engine size and horsepower increased to 505 c.i. & 500 hp. Rear wheel hp is 435 to 445. With Strikers @10.5:1, a matching cam, tune and full exhaust mods, you can expect 600 horsepower to the wheels through a manual transmission. The Gen III engine was also used in the Ram SRT-10 trucks through the 2006 model year. It is, with the exception of the oil pan, exhaust manifolds and a couple of minor changes, the same engine that powers the cars. The automatics on the Ram SRT-10 Quad Cab trucks (introduced in 2005) are typically 30 horsepower lower than the manual transmissions because of power losses through the automatic transmission.
Note: when using any aftermarket rocker system you must use a valve cover spacer kit.

STRIKER HEADS:
The J.M. Striker Head is the first and only head of its kind. J.M. used over 15 years of racing head experience to develop the Striker Head. J.M. realized the Viper is a superior car that needed a superior cylinder head. The Striker head will meet and exceed an impressive amount of abuse that any Viper owner can place on it. From street, to road race, to radical drag racing there is a Striker head option for you. The JM Striker Head for the Dodge Viper accommodates both Gen-2 and Gen-3 engines.
Features include intake valve sizes from 2.040 to 2.150. Exhaust size from 1.580 to 1.625. All existing intake manifolds, exhaust manifolds & aftermarket headers will fit this head. The guide centers have been moved to un-shroud the valves while improving the “line of sight” from the intake manifold to the valve and bore center. This provides a much straighter shot through the intake port. All of these changes while maintaining maximum port velocity, offer a major air flow improvement over any other current ported production head available today (including the GTS-R head).
The new chamber design and spark plug placement have a faster burn rate that allows the customer to run higher compression while still running pump gas. The water jackets are improved and allow more efficient cooling of the cylinder head. Deck thickness has been increased for higher horsepower and blower applications. Material has been added around the rocker arm pads to stabilize the valve train at higher rpm limits where higher lift cams require more spring pressure. Overall the Striker head has more material resulting in increased rigidity for the most demanding applications. The only accommodation required is a different offset for the rocker arms.
J.M. exclusive Striker heads feature;
 Specific 5 axis CNC programs
 Machined to exact tolerances, port to port consistency
 Combustion chamber range from 58cc to 82cc maximum
 Cast from virgin alloy A356 with a T-6 heat treat
 Increased deck thickness
 Ductile iron seats
 Manganese bronze valve guides
 Revised valve locations maximize port air flow and efficiency.
 Larger water jacketing improves cooling
 Hardened head bolt inserts.
 Utilizes existing intake and exhaust manifolds
 Striker Street version with 2.040 intake & 1.600 exhaust valves
 Striker-R (Race) Version with 2.100 intake & 1.600 exhaust valves (Call for more information)
 Requires the use of a shaft style rocker system
 3/8 chromoly pushrods included in package
 Heads come fully assembled (Please specify application) Options available; Bronze alloy seats, Inconel exhaust valves, Drag race & blower springs, Intake manifold port match.
STRIKER- Flow Charts on a Superflow SF-600 @ 28”W.C.
Gen II Heads vs. Striker Street Heads
Gen III Heads vs. Striker Street Heads
TEST #1 // Baseline Test Testing Detail, Engine Dyno

A baseline was established by testing the engine in a “base‟ form. The engine is a 1998 Dodge Viper GTS V-10. The engine is 502 cubic inches in displacement. It has a 4.030 bore and a 3.960 stroke (same displacement as a Gen 3 engine). This engine was in excellent running condition with “break-in” mileage only.

Engine Summary-
- Gen 2 Block - 4.030 Bore Dry Sleeve - 3.960 Factory Crankshaft - Stock Rods - Forged Pistons - 9.8: 1 Compression Ratio - Wet Sump Oil System (Stock) .Stock Cylinder Heads - T&D 1.7 Roller Rockers - Mopar 708 Camshaft @ 114 Intake Centerline - Stock Timing Set - Stock Intake Manifold (No Port Match) - Stock Throttle Bodies - Stock Injectors (54 PSI Fuel Pressure) - Hydraulic Lifters - Champion 12YLC Spark Plugs - Edelbrock Headers - Chevron 91 octane pump gas - Factory “crate” PCM
BASELINE STATS-
TORQUE NUMBERS ON THE BASELINE ENGINE ARE 629.83 LBS. FT. @ 4200 R.P.M.
HORSEPOWER ON THE BASELINE ENGINE CAME IN AT 560.37 H.P. @ 5000 R.P.M. DUE TO THE EXISTING PERFORMANCE CAM, ROLLER ROCKERS AND HEADERS INSTALLED PRIOR TO TESTING.
TEST # 1 // JM Cylinder Heads STRIKER Head Testing Detail The first test was conducted using the baseline engine with the following modifications: - JM STRIKER Cylinder head - CNC Ported Street Package - 2.040 Intake Valve - 1.600 Exhaust Valve - Crower 1.7 Ratio Shaft Mounted Roller Rocker Assembly - 74cc Chambers ( 9.8 : 1 compression ratio maintained) - Champion REC10YC4 Spark Plugs
As you can see, with just the installation of the Striker cylinder heads, the torque increased from 629.83 @ 4200 to 683.29 @ 4300. Horsepower numbers rose from 560.37 @ 5000 to 632.99 at 5300.
So far, a gain of 72.62 horsepower and 53.46 lbs. ft. of torque.
Keep reading and look what happened when the cam was installed !
THE TOTAL POWER GAIN WITH THE BASELINE ENGINE THAT ALREADY HAD HEADERS, ROLLER ROCKERS AND A MOPAR PERFORMANCE CAMSHAFT WAS AS FOLLOWS:
TORQUE: A GAIN OF 71 LBS. FT.
HORSEPOWER: A GAIN OF 119.24 HORSEPOWER
**These power numbers were obtained WITHOUT a modest increase in compression (easily obtained with a light head cut before shipping)

TEST #2 //JM Custom Roller Camshaft
Testing Detail The final test was conducted by adding a JM Cylinder Head‟s Proprietary Camshaft (Hydraulic Roller)
This test shows the torque numbers rising to 700.83 lbs. ft. @ 4400 r.p.m. and horsepower climbing to 679.61 horsepower at 5500.
The camshaft alone represents a gain of 46.62 horsepower and 17.54 lbs. ft. of torque !
C.N.C. PORTED O.E.M. HEADS (Available for Gen I to Gen III Viper Engines)
These heads contain the following upgrades:
· Competition „CNC‟ valve job on intake and exhaust valve seats · Heads receive complete „CNC‟ porting for maximum airflow and port velocity · New bronze guides in intake & exhaust, honed for desired clearance · Replace production intake & exhaust seats with oversize ductile iron seats · Combustion chamber reshaped for improved flow and combustion efficiency · Milled deck surface 0.030” to obtain a 75cc chamber volume (9.6:1 to 9.85:1) · Milled intake face 0.030” · J.M. stainless 2.04 intake valves · J.M. Stainless 1.60 exhaust valves · J.M. Spring and Titanium Retainer package · J.M. Valve Spring Locators · New Viper keepers · New Viper seals J.M.
**Note: when using any aftermarket rocker system you must use a valve cover spacer kit for the Gen III engine. We sell spacers & rockers for all years.**
Testing Detail- CNC PORTED O.E.M. VIPER HEADS This test was conducted using the baseline engine with the following modifications: - JM Cylinder Heads Stage 3 CNC Ported FACTORY Viper Heads - 2.040 Intake Valves - 1.600 Exhaust Valves - Crower Valve Spring / Retainer Package
THE CHART ABOVE SHOWS TORQUE ON THE BASELINE ENGINE ROSE TO 661 LBS. FT. @ 4400 R.P.M. AND HORSEPOWER TO 609.63 H.P. AT 5400 R.P.M. THIS REPRESENTS A GAIN OF 31 LBS. FT. OF TORQUE AND 49.26 HORSEPOWER. THESE GAINS WERE REALIZED WITHOUT ADDING A MATCHING JM CUSTOM ROLLER CAMSHAFT !
GEN I O.E.M. VIPER HEADS VS. STAGE 3 PORTED O.E.M. HEADS
GEN II O.E.M. VIPER HEADS VS. STAGE 3 PORTED O.E.M. HEADS
GEN III O.E.M. VIPER HEADS VS. STAGE 3 PORTED O.E.M. HEADS
STRIKER HEADS AND STRIKER BILLET VALVE COVER SPACERS INSTALLED ON A 2005 RAM SRT-10.
THE ENGINE RETAINS A VERY STOCK APPEARANCE IN SPITE OF A WHOPPING 145 BOOST IN HORSEPOWER WITH OUR HEAD AND CAM PACKAGE.
STRIKER INTAKE PORT: YOU CAN SEE THERE IS A MUCH STRAIGHTER SHOT TOWARD THE INTAKE VALVE THAN THE O.E.M. HEADS PROVIDE, DUE TO THE REVISED GUIDE LOCATION.
STRIKER HEAD AND VALVE COVER SPACER WITH THE O.E.M. VALVE COVERS (GEN III), DURING THE PROJECT ASSEMBLY.
A PEEK UNDER THE COVERS AT THE PREMIUM GRADE COMPONENTS USED WITH THE STRIKER HEADS. THIS IS A SHOT OF THE CUSTOM, SHAFT-MOUNTED ROLLER ROCKER SYSTEM USED AS WELL AS THE UNIQUE, BILLET (STRIKER) VALVE COVER SPACERS. THESE SPACERS ALLOW FOR THE ATTACHMENT OF THE O.E.M. VALVE COVERS, HOSES, PLUG WIRE LOOMS, ETC.
THE INNOVATIVE FASTENING SYSTEM AND SATIN FINISH PROVIDES A CLEAN, LEAK-FREE SEAL.
ANOTHER PEEK UNDER THE VALVE COVERS OF THE CUSTOM ROLLER ROCKER SYSTEM AND VALVE COVER SPACERS OF THE STRIKER HEADS.
STRIKER HEADS
Although every engine is a bit different, here are some REALISTIC POWER GAINS obtainable with our Viper Head and Custom Cam Packages…
® 85+ H.P. WITH THE HEADS PROVIDING A SUPPORTING FREE-FLOW EXHAUST SYSTEM (ESPECIALLY ON THE VIPER CAR) IS USED TO COMPLIMENT THE STRIKER’S SUPERIOR FLOW.
® 30 ADDITIONAL HORSEPOWER IS AVAILABLE THROUGH A MODEST INCREASE IN COMPRESSION WITH THE HEADS. FACTORY C.R. IS 9.6:1 RECOMMENDED COMPRESSION RATIO- 10.5:1 (Available by head milling). The fast-burn combustion chamber of the Striker head allows for a nice boost in compression on pump gas without the use of fuel octane boost additives.
® 35 ADDITIONAL HORSEPOWER WITH ONE OF OUR PROPRIETARY CUSTOM ROLLER CAMS.
Total Horsepower Gain with Striker Heads, Camshaft and tuning- 145 horsepower
Note- A large increase in torque will also be realized.
CNC PORTED STAGE 3 O.E.M. HEADS for Gen I to Gen III Viper Engines
For those wanting improved power without going straight to the Striker Head and Cam Package, we also offer CNC ported versions of the stock Viper Heads. These heads with an appropriate matching camshaft can provide an additional 95 horsepower to the wheels with proper tuning and a supporting free-flowing exhaust system.
EXHAUST SYSTEM NOTES:
Due to the additional room in the engine bay, the RAM SRT-10 trucks have a more free-flowing exhaust manifold than the Viper cars. Although headers are recommended for any application, the requirement for headers on the trucks is not as important. We have had great success with the trucks through the o.e.m. exhaust manifolds even with the Street Striker head and cam packages.
A bit of history…
“Years of airflow research and racing experience is being put into the design of these head and cam packages”.
“EVERY ONE of these cylinder heads, from the original stock Viper castings, through the Ported o.e.m. Stage 3 castings to the Striker heads were designed by the same individual-Mr. Jeff Morys; and there is no one more qualified in this area than the original designer. To add to his credentials, Mr. Morys also does consulting work for N.A.S.C.A.R. and Roush Racing.”
“Jeff saw limitations in the production Viper head and designed the Strikers. These heads are a completely new casting, designed from the ground up yet are fully compatible with the o.e.m. Viper engine in terms of manifolds and other bolt-on parts”.
“We offer a variety of solutions for a Viper owner looking to get more power out of their Viper engines, ranging from CNC machine port jobs to the full- on custom Striker heads for the Gen II and III motors. These packages are for those looking to obtain a large power increase without going to the street-style forced induction systems. In fact the power gains provided by the Striker and cam package are comparable or surpass the forced induction system’s performance in a mechanically simple way.”
“The Striker R head is also available for those wanting the ultimate power in a true race head for a big displacement, big turbo Viper drag vehicles”.
“We are very proud to offer the Striker cylinder head. There is NOTHING like it on the market today”.
We also offer ported head and cam packages for the SRT-4, SRT-8 and 5.7L Hemi engines (designed by Mr. Morys) as well as modified heads for the General Motors LS1 engines! Please call or e-mail for more information.
IMPORTANT NOTE:
In an attempt to compare one head to another, flow benches are often used. The c.f.m. value (cubic feet per minute) normally at the Industry Standard of 28” of W.C. is a guide when making comparisons between heads or when porting a head to see how the port reacts to changes to it’s shape.
WHAT CAN’T BE DETERMINED SOLELY BY THESE FLOW BENCH NUMBERS IS HOW MUCH POWER THIS MODIFIED HEAD WILL ACTUALLY PRODUCE ONCE IT IS BOLTED TO A WORKING ENGINE.
The common misconception is the higher the flow number, the better. Or even worse, the higher the flow number the more power the engine is going to make.
For example, the Striker’s Intake port flows 330 c.f.m. on a flow bench. The o.e.m. head flows 270 c.f.m. through the Intake port. So, does that mean if an O.E.M. head can be made to also flow 330 c.f.m. it will produce the same power on an engine as the Striker head? The answer is ABSOLUTELY NOT.
That is not to say that improvements can’t be made through porting the (o.e.m.) factory heads. In fact we sell exactly those and they can provide a rather large power gain on Viper, Hemis and the Neon (SRT-4) engines. Just be aware there is a practical modification limit to any head design.
There is quantity of flow and there is also quality of flow. If you are reading this, you are probably after more engine power and not a high cylinder head c.f.m. number. In fact porting for even more flow past a certain point can actually create a power LOSS!
Properly ported heads along with a camshaft to take advantage of them can provide amazing power gains. Gains that will rival the power and performance (often exceeding) those engines with street-style forced induction systems.
There are no additional hoses, belts, brackets, intercoolers, clamps, methanol injection pumps, larger injectors, fuel pump/system mods or tuning issues. Just ALL MOTOR POWER…ALL OF THE TIME !!

Ronnie
Please contact:
Ron Miller (Canadian Distributor) 403.701.2571 or email me at-
Ronnieshpheads@hotmail.com
This online video has additional information about the Striker head package...
RAM SRT-10 N.A. (QUAD CAB) 1/4 Mile Pass (http://www.vimeo.com/8662709)

If anyone is looking for the original of this (with photos and such), provide me with an email address and I'll send it to you.

Ronnie
Title: Re: Striker Heads numbers and info
Post by: jtin on October 30, 2013, 11:59:04 AM
 These heads will probably be never seen again.  :mad:

The thought of a simple bolt on head with ZERO mods and make the engine just as (if not more) reliable is amazing.
Title: Re: Striker Heads numbers and info
Post by: RTTTTed on November 11, 2013, 11:25:49 AM
We're waiting for Jtin to receive his NEW Striker R heads!!!  Last set of Strikers to ever be sold and Joel was the lucky (but broke) guy that bought them.  Congratulations Joel, can't wait to see the big numbers from your 913whp (stock heads) TT with Strikers on it!  I'm holding my breath,  :2thumbsup:
Title: Re: Striker Heads numbers and info
Post by: jtin on November 11, 2013, 12:20:18 PM
I wasn't letting pass up lol. I've been crying for 3 years now trying to find some or hoping they would once be back into production.

They should get shipped out within the next two weeks. Just waiting on putting the custom solid cam , custom jesel rockers and solid lifters. Once JM has all the parts they will get shipped out all at once.

Should have them by 1st week of December.
Title: Re: Striker Heads numbers and info
Post by: SANGUISSAEVUS on November 11, 2013, 06:13:40 PM
We're waiting for Jtin to receive his NEW Striker R heads!!!  Last set of Strikers to ever be sold and Joel was the lucky (but broke) guy that bought them.  Congratulations Joel, can't wait to see the big numbers from your 913whp (stock heads) TT with Strikers on it!  I'm holding my breath,  :2thumbsup:

Wait... What??  Last set of Strikers???  I thought they were purchased by another company and are going strong?  I am currently saving for some.  :o  Please tell me my window hasn't closed!  ???
Title: Re: Striker Heads numbers and info
Post by: jtin on November 11, 2013, 06:48:37 PM
No, shit hit the fan well JM got bought out and I happen to buy 1 of 3 remaining striker heads. Unless JM decides to do them again..... I wouldn't hold my breath.
Title: Re: Striker Heads numbers and info
Post by: jtin on November 11, 2013, 06:51:11 PM
http://www.viperalley.com/forum/viper-discussions-gen-i/136658-new-viper-classified-gen-2.html#post2147218
Title: Re: Striker Heads numbers and info
Post by: V10TT on November 20, 2013, 01:00:16 PM
Joel, congrats!!
So what is the plan??


No, shit hit the fan well JM got bought out and I happen to buy 1 of 3 remaining striker heads. Unless JM decides to do them again..... I wouldn't hold my breath.
Title: Re: Striker Heads numbers and info
Post by: jtin on November 20, 2013, 06:09:09 PM
Maximum power at minimum boost.
9's or 150 mph

I simply want maximum reliability, which is mainly boost levels in the engine department. I'm sure my tranny will show its face next year (or diff) so don't want to get to crazy.

Many guys told me those heads are gonna completely change my car and its power. I'm sure hoping so for how much I spent. If my 10psi tune becomes my 18 psi tune.... then ill be really happy. 900-1000 @ 10 psi would be more than crazy for me.
Im sure ill turn it up on track days to 18 and see what it does, if it can make it to the finish line without breaking that is :lol:
Title: Re: Striker Heads numbers and info
Post by: V10TT on November 21, 2013, 05:51:10 AM
Looks like you got the RACE HEADS!!
Damn! killer set up!
What do you need to complete the install and make it all work?

Are you just bolting them on with no additional porting? Cam change? Piston valve clearance?

What Compression will you end up with?

What do they flow stock?

1k at the tires on 10 lbs. with them should be easy!
Title: Re: Striker Heads numbers and info
Post by: jtin on November 21, 2013, 06:11:43 PM
You must run notched pistons with the race heads. I'm hoping my pistons will work. They have big valve reliefs in them.
Also need to run custom jesels rockers.
I'm getting a solid roller turbo cam through JM since I'm already spending the money. Which means Jesel solid lifters. JM only recommend the jesels lifters as they are a direct bolt on and will hassle the heavy spring pressures. The lifters alone are over 2k.

I think they flow near the 400 mark but I don't even know. It's not all in the flow anyhow. And that's why I'm leaving them as they are. No additional porting.

I'm running about 9 to 1 compression right now. These may bring me down to 8.5:1
Still need to look into the details.

I'm really hoping to have them by the 15th of December. I know more with time.
Title: Re: Striker Heads numbers and info
Post by: Taillights on November 21, 2013, 10:30:58 PM
Hey Joel, Congratulations on your heads, they are the best way to make power. They should flow 360-370 CFM. Also your valve reliefs no matter how big they are they are in the wrong place on your pistons. the striker heads move the valves more toward   the center of the cylinders, could you share with us your cam specs?
Title: Re: Striker Heads numbers and info
Post by: jtin on November 22, 2013, 04:49:13 AM
Yeah I was thinking the same thing about the pistons.  I'm gonna do a quick play (dough test) when I do the assembly.  Looks like I'll be needed custom pistons as well. My oh my this has turned into an expensive mod.  I'll be near the 20k mark by the sounds of things.

I won't know anything until I receive parts.
Title: Re: Striker Heads numbers and info
Post by: Taillights on November 22, 2013, 07:46:43 AM
Joel, You should be able just re-notch the pistons you have, Any good (High performance )machine shop should be able to handle that. As long as the bottom of the piston doesn't form fit the top dome Or dish and existing valve relief area, you're good to go.
Title: Re: Striker Heads numbers and info
Post by: RTTTTed on November 22, 2013, 11:49:36 AM
You can notch the pistons yourself at home. 

Use a slightly larger valve than what's coming in your heads and cut a notch and groove in front of the cutting edge for the valve.  Make sure the cut/notch is on a slight angle to cut (probably about 75degree?). 

Assemble head onto completed short block with tape around valve stem so it won't fall into the cylinder (with used Hgaskets).  Then clamp it into your drill and measure where it touches the piston  Make a tube guide to check the depth of the drill (clamped onto the valve stem above the head ... or cut slowly and measure often.  Once you're cut the groove slightly deeper than what you need (ask Jeff clearance but about .009" for exh I think).  This is the method I used for notching my classic muscle car engine pistons "back in the day".  I also used Silly putty/plastercine for "dough"
Title: Re: Striker Heads numbers and info
Post by: jtin on November 23, 2013, 06:28:28 PM
Here is a pic of my current pistons. Thanks for all the great info guys. The bottoms of my pistons DO follow the top valve relift. I'll be limited on how much I can remove. I also don't want to effect the balance of the short block.
(https://lh6.googleusercontent.com/-QOQ83pSGAvY/UQJ1J9UFREI/AAAAAAAAAc4/biGQgpPrIoE/w396-h264-no/P1010698.JPG)
(https://lh4.googleusercontent.com/-BrtQNuMClqU/UQJ1QXrxb-I/AAAAAAAAAdA/MvBAP7yEEp4/w396-h264-no/P1010699.JPG)
(https://lh6.googleusercontent.com/-XS7cjkIXUGE/UQJ1fZkXi9I/AAAAAAAAAdQ/D05uXndKO9c/w396-h264-no/P1010701.JPG)
Title: Re: Striker Heads numbers and info
Post by: RTTTTed on November 23, 2013, 09:09:11 PM
I have Ross racing pistons and they are flat tops with no bumps or reliefs/notches
Title: Re: Striker Heads numbers and info
Post by: jtin on November 23, 2013, 09:13:02 PM
These are a custom wiseco I had build based on the stock diamonds that came out of my engine. I have my fingers crossed they will work with my striker heads. But I don't think they will since the valve angles on the striker R's are different.
Title: Re: Striker Heads numbers and info
Post by: RTTTTed on November 23, 2013, 09:28:11 PM
Yes, better performance with that angle.  Sell your custom pistons?  The sharp edges of the valve reliefs probably cause early detonation compared to a flat or dish piston dome.
Title: Re: Striker Heads numbers and info
Post by: jtin on November 24, 2013, 09:35:04 AM
Yes I've had bad luck with the sharp edges in the past.  I actually got my engine shop to mill the pistons down towards the rings to remove the thin spot on the intake valve. That's where they get hot FIRST.  My engine shop has seems some of the race guys remove 3-4 times what I removed.  We will see how it all turns out in January. May have to get new ones built.  If i do they will also get coated.
Title: Re: Striker Heads numbers and info
Post by: RTTTTed on November 24, 2013, 10:16:13 AM
Put your new ones up for sale in the meantime?  Some one buys them and you can order some new slugs
Title: Re: Striker Heads numbers and info
Post by: jtin on February 07, 2014, 09:42:16 PM
 could you share with us your cam specs?[/quote]


400 intake    duration248
400 exhaust  duration246

gross lift is 680

LCA 116
overlap15

Intake opens 8btdc       ex59bbdc
intake closed60abdc      ex7atdc
Title: Re: Striker Heads numbers and info
Post by: RTTTTed on March 27, 2014, 09:55:09 PM
OMG, that is a HUGE camshaft.  Doubt it'd last long with street driving.  HUGE!
Title: Re: Striker Heads numbers and info
Post by: jtin on March 27, 2014, 10:55:47 PM
I had lots of concerns at first.

This is what Jeff put together for me.
I talk to Steve from LSM cams , and he told me I'll be just fine on this engine.
Drummon racing told me they have ran this set up for 4 years with zero issues.
Greg Good was another that told me I should be fine.

Now obviously I don't expect 100,000 km out of it.
But they were telling me 50,000 should be doable.
Check springs annually
I also HAD to run jesel lifters and rockers for strength with 3/8 Pushrod.

One thing to remember with the solid cam is the lash and expansion in the lash with a warm engine. My cam with lash and all is probably more like a 650 lift. 

Another option I thought of was to run a 1:6 rocker or even a 1:5 but I went with the 1:7 as recommended.

Title: Re: Striker Heads numbers and info
Post by: RTTTTed on March 29, 2014, 07:38:34 PM
Mine probably has something of that size in it as well.   :idk:
Title: Re: Striker Heads numbers and info
Post by: jtin on March 30, 2014, 05:00:38 PM
Yeah how can one really know.  I take it you never got any cam specs.
One way to find out is by looking at your Pushrod size.  Solids need the big 3/8 rods. If you still had 5/16 in there I'd say your hydro and under 600 lift.
Title: Re: Striker Heads numbers and info
Post by: RTTTTed on March 30, 2014, 07:29:57 PM
I'd say that with the amount of hp out of my TT it's probably impossible to get that much without a humongous camshaft and humongous everything else. 

John Vittone offered to pull a vlave cover and dial guage the valve lift, but I can do that at home.  There is almost nothing about the engine that I know.  Information I got was "It gains 200whp if you remove the airfilters you know"  When I run out of other projects I'll probably pull the engine down and see if there'll be a big advantage to replacing my JM heads with a set of ported GTSR heads and check the cam then.  Next couple months I'll pull the pan and check the rod bearings in the bottom end.  Yep, #3 and #4 at the very least.  I am also interested in whether the crankshaft has your modifications of a GTSR crank and what brand H beam rods are in it.  It'll give me an opportunity to double check that it has a swinging pickup and trap doors in the oil pan as well.



Title: Re: Striker Heads numbers and info
Post by: BADACR on March 31, 2014, 04:37:06 PM
You must be running terrible air filters to loose 200rwhp through them lol.
The guy you bought the car from must not have been who built it if you didnt get any build info?

I'd say that with the amount of hp out of my TT it's probably impossible to get that much without a humongous camshaft and humongous everything else. 

John Vittone offered to pull a vlave cover and dial guage the valve lift, but I can do that at home.  There is almost nothing about the engine that I know.  Information I got was "It gains 200whp if you remove the airfilters you know"  When I run out of other projects I'll probably pull the engine down and see if there'll be a big advantage to replacing my JM heads with a set of ported GTSR heads and check the cam then.  Next couple months I'll pull the pan and check the rod bearings in the bottom end.  Yep, #3 and #4 at the very least.  I am also interested in whether the crankshaft has your modifications of a GTSR crank and what brand H beam rods are in it.  It'll give me an opportunity to double check that it has a swinging pickup and trap doors in the oil pan as well.
Title: Re: Striker Heads numbers and info
Post by: RTTTTed on April 02, 2014, 08:10:28 PM
Even K&N air filters can't support 1500+whp of airflow without it being a major restriction.  I understand that when YOU instal 1 of my airfilters (they are 9" long x 5 or 6" wide) onto your Paxton it's going to losee you at least 50whp at 850whp ...  Mine also uses convoluted 3" mandrel bent tubing to get the air from the bottom of the car into the Turbos past the headers which at 26psi go cherry red after 30 seconds ...   There is a thread(s) on my car on Viper Alley and the filter restriction  was posted at zero loss (Must be at pump gas 10psi boost).

I bought the car from a big lawyer in Texas and the car was built by ART which has been providing me with "tidbits" of information on the build.  Todd has been helping me to convert the car to the Salt flats and offered free tuning ...  etc.

Their TT Viper coupe "Ballista" is the world's fastest Viper in the standing mile at 147mph(?).  I would presume that my engine/car is pretty much a copy of theirs, although they are running a standard 1800whp tune with perhaps as much as 2200whp on occaission?  I think that they would like to protect much of their build info because of propietary issues?

Oops, this is Joel's thread ...
Title: Re: Striker Heads numbers and info
Post by: jtin on April 02, 2014, 08:22:56 PM
I do think those 3 inch pipes are a restriction for sure.  Filters are not gonna help.  But turbo location is no better for the heat part either. 

On a second note got my striker diamond pistons today.
Custom cometic gaskets and custom full 360 grooved main bearings.

Now if I could only get my jesel lifters and rockers.
Title: Re: Striker Heads numbers and info
Post by: RTTTTed on April 02, 2014, 08:33:01 PM
So how much are the slightly used Diamond pistons worth?

What is the problem with the rockers?  Are they custom or Gen 2/3 style?

You never said how your rod bearing were when You pulled it apart this time Joel ...
Title: Re: Striker Heads numbers and info
Post by: jtin on April 02, 2014, 08:49:14 PM
The diamonds are brand new from Drummond Racing. They had all the piston specs from Sal's car which is running the race heads. The pistons are very beef compared to my previous wiseco's
They are a very expensive piston at $2500. They did come with a special steel rings. In the past I was running moly rings , they had a thin chrome plating on them. Problem with these is I personally think they are a low boost option.  I wouldn't run them on anything boosted for me personally as a little too much heat ( detonation ) and the cook the coating off. This material flows through the oil system and you have bad results.
Now as for the bearings it's hard to comment with my previous statement not really giving them a fair chance.  What I can say is there was a big difference in discolouration. Before you could tell the bearing got hot. This year it looks like I simply had the moly material go through.

As for the lifters and rockers. Lifters are stock replacement jesels to go with the solid set up. I have no choice to run these with the big cam.
The rockers are a 1:7 gen 2 , but the strikers ask for custom stands.
Apparently they are ready to go from jesel but waiting on the vendor to pay for them. This has been a slow process.

Paolo received my mitech intake today. It's suppose to go out to me tomorrow.
Title: Re: Striker Heads numbers and info
Post by: RTTTTed on April 02, 2014, 09:33:26 PM
So there was a problem with the rings before?  And the pistons from last year were Wisecos?  Sheesh.  Crank OK?

Sal's TT went 6 sec ... 

I'm wanting to see the new intake mods ...   

Title: Re: Striker Heads numbers and info
Post by: BADACR on April 03, 2014, 08:00:49 AM
The art record holder is a gen 4 ACR-X. DID 240.9MPH At 1800rwhp.
Why dont you run silicone tubes instead of aluminum? My snowmobile is 330hp on a 1 litre engine (that would be a 2600hp 8.0 litre in comparison) and we saw good gains going to silicone charge tubes and airfilter to turbo elbows. Something to consider.. I will dig up some dyno tests that were done on an 8.3 litre with different air filters and without an air filter. Not much difference in hp.

Even K&N air filters can't support 1500+whp of airflow without it being a major restriction.  I understand that when YOU instal 1 of my airfilters (they are 9" long x 5 or 6" wide) onto your Paxton it's going to losee you at least 50whp at 850whp ...  Mine also uses convoluted 3" mandrel bent tubing to get the air from the bottom of the car into the Turbos past the headers which at 26psi go cherry red after 30 seconds ...   There is a thread(s) on my car on Viper Alley and the filter restriction  was posted at zero loss (Must be at pump gas 10psi boost).

I bought the car from a big lawyer in Texas and the car was built by ART which has been providing me with "tidbits" of information on the build.  Todd has been helping me to convert the car to the Salt flats and offered free tuning ...  etc.

Their TT Viper coupe "Ballista" is the world's fastest Viper in the standing mile at 147mph(?).  I would presume that my engine/car is pretty much a copy of theirs, although they are running a standard 1800whp tune with perhaps as much as 2200whp on occaission?  I think that they would like to protect much of their build info because of propietary issues?

Oops, this is Joel's thread ...
Title: Re: Striker Heads numbers and info
Post by: RTTTTed on April 04, 2014, 09:45:34 PM
The art record holder is a gen 4 ACR-X. DID 240.9MPH At 1800rwhp.
Why dont you run silicone tubes instead of aluminum? My snowmobile is 330hp on a 1 litre engine (that would be a 2600hp 8.0 litre in comparison) and we saw good gains going to silicone charge tubes and airfilter to turbo elbows. Something to consider.. I will dig up some dyno tests that were done on an 8.3 litre with different air filters and without an air filter. Not much difference in hp.

ART has 2 ACRXs ... well they did have when they quit running the 06 coupe Ballista (thought that was what Todd said).  There was a "other bad driver" accident that caused a serious crash with endo flips and one of the ART cars was tapped sideways causing their car to crash. Todd and his son decided that because of that they weren't gonna race that series anymore ...  But I saw the Ballista during the VOI 11 at Miller Motorsport track.  Talked to Todd and his partners there about that car and shot some pics ...  Pics back in 2010 (I think).  Here's the article ...  Tod said that he'd gone faster than 247mph and if that wasn't his record time I guess that was one of his testing runs.  The video shows the side windows - which the ACRX doesn't have because the side bars of the cage go through the inside of the doors. no spoilers, no canards, etc.

http://vipernation.com/2010/11/27/viper-owner-invitational-11-in-salt-lake-city/

Here's an ACR, ACRX and Ballista http://www.youtube.com/watch?v=oLI2wlfmSLw