RLD Performance 6.1L Stage 1 Head Cam Intake Package 445HP/448TQ

Discussion in 'AllUSA Motorsports' started by Ted@AllUSA, Mar 27, 2010.

  1. Ted@AllUSA

    Ted@AllUSA Mopar Parts Distributor

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    RLD Performance 6.1L Stage 1 Head Cam Intake Package 445HP/448TQ

    Here we have the new Stage 1 CNC Heads, Ported Intake, Cam & Pushrod package from RLD Performance. The team at RLD Performance went to work on developing the 6.1L Hemi cylinder heads to maximize the potential performance. Using their extensive background in late model cylinder head development, RLD was able to create a port design that outflows the competition. Not only in high lift flow, but with significant gains in low lift flow. Adding to the mix is their registered trademark machining process called Flow Line Machined®. This new machining process added even more overall flow by cutting the port in the same direction as the air flows. By testing the new port design with different valve and seat combinations, they were able to find the sweet spots within the cylinder heads.

    Stepping the overall down a notch for street use, they use the factory valves along with PSI valve springs and custom made locators. The guides are machined down to accept the higher lift camshafts with up to .650" in overall lift. Combustion chambers are all qualified to match the quench pad area. The whole process results in a street version CNC cylinder head that will flow to 383 CFM at .800" of lift. While most street applications will only see up to 377 CFM at .600" of lift due to piston to valve area. The low lift CFM numbers are where these heads shine, since the valve opening sees these twice per revolution compared to once for the high lift area. When the valve opening is at .200" of lift, there is 171 CFM of flow, while at .400" of lift there is 310 CFM.

    Now to match the intake to the heads is no easy task, as the factory manifold can restrict to flow by as much as 26%. With proper intake port matching, and runner porting at the entry to the cylinder heads, RLD Performance was able to decrease the restriction significantly. They weren't finished there, as they then started to work on the throat entry of the manifold to find even more potential gains. By opening up the entry with their flow line® machining process, they were able to bring their Stage 1 intake significantly closer to optimal.

    Now that the heads and intake are ready, its time to take advantage of the new found flow characteristics. RLD then took their data back to the drawing board and designed a camshaft to work in conjunction with their cylinder head and intake ports. The new camshaft, the RLD-H1, designed to be easy to tune, and may even pass smog sniffers. Also the camshaft was designed to create a nice balance between torque and horse power. By setting the correct ramp rates to maximize the port flow characteristics, timing the camshaft profiles, and maximizing the lobe lift while maintaining PTV clearance. Resulting in a nice balanced camshaft that provides great torque and horsepower while maintaining everyday drivability. Adding along with the camshaft are .083 wall Chrome Moly 5/16" pushrods for strength and durability.

    The Stage 1 package installed on a 2007 Charger SRT8 resulted in a 445HP/448TQ beast that carried and average torque of over 405ft/lbs from 2500 - 6200rpms. The car fired right up and idled fairly well with a Diablo 93 octane cold air canned tune. When it came to tuning the engine, we ended up pulling a little fuel out at idle and part throttle, and added some fuel at the upper rpm ranges. Car idles nicely at 750 rpms, and has a slight chop at 710 rpms. Drivability is crisp and throttle response is quick. The vehicles pulls hard and sets you back in the seat from the amount of average torque generated.

    Our 29000 mile vehicle had the following components along with the RLD Performance Stage 1 package. AFE Cold Air Intake, Long Tube headers with cats, JBA Cat-Back exhaust, SLP under drive pulley, and 180 deg T/Stat. Based on the current configuration, we would recommend adding a 2800 stall converter, higher flowing cats, and a higher flowing exhaust system.

    Dyno Chart (STD correction, Smoothing 5)
    [​IMG]

    Stage 1 Heads
    [​IMG]

    Stage 1 Intake
    [​IMG]

    Stage 1 Camshaft RLD-H1
    [​IMG]

    RLD Pushrods
    [​IMG]

    Cylinder Head Flow Data
    Lift Stock RLD
    0.100 70 84
    0.200 158 171
    0.300 228 250
    0.400 278 310
    0.500 299 355
    0.550 303 369
    0.600 307 377
    0.650 307 381
    0.700 307 382
    0.750 N/A 383
    0.800 N/A 383
     
    Last edited: Mar 28, 2010
  2. Ted@AllUSA

    Ted@AllUSA Mopar Parts Distributor

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  3. King Savage

    King Savage Nasty Canasta

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    I saw these heads at SF5...nice. Ted, cam specs? Also, how are the roller tip rockers coming?
     
  4. 1bad4dr

    1bad4dr Mr. Meany

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    :stupid:
     
  5. King Savage

    King Savage Nasty Canasta

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    Lol you tool.
     
  6. Darrin

    Darrin New Member

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    love the lope of that cam.
     
  7. Ted@AllUSA

    Ted@AllUSA Mopar Parts Distributor

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    The rockers are progressing right along. The castings are back from the casting house and are now in the machining stages. I will be starting a new thread detailing those here soon.

    Back on topic:
    Camshaft Details

    RLD Performance 6.1L Street camshaft.
    Largest recommended camshaft for the 6.1L Hemi on the street. Emphasizes a balanced engine with the RLD cylinder heads. Huge midrange torque. Outstanding turbo/supercharger cam. No overlap at .050 lift.

    These are proprietary lobes designed by RLD Performance not by others. These camshafts were specifically designed for Chrysler 6.1L Hemi engines to be used with RLD cylinder head port designs. These camshafts were designed with short seat timing and high lift. The lobes were all designed with the most aggressive hydraulic roller lobes available today. All of the RLD camshafts have a maximum area "under the curve" for maximum performance. The characteristics of these camshafts are quick throttle response, a broader torque curve and the ability to hold peak horsepower longer before dropping off. All of these camshafts were designed to be power adder friendly. Engine builders call these cams "FAT BSTD" cams for a good reason. This camshaft line will maximize your combination and are best utilized as cubic inch specific depending on if you want to emphasize horse power or torque.

    NOTICE:
    Will cause severe damage if used with non-RLD cylinder heads as this requires RLD .650 lift spring upgrade.

    Specs:
    Duration @ .006 264/268
    w 1.6 .592/.600
    LSA 114
    1,500-7,000 RPM Range
     
  8. Ted@AllUSA

    Ted@AllUSA Mopar Parts Distributor

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    The best thing about this was when we installed it, and fired the car up, it ran and idled great with just the Diablo 93 octane cold air tune. We made a few adjustments to smooth out driveability idle in gear to eliminate some of the idle surge, but we had it idle just fine at 710 rpm's. We found that the tune was a little fat on the low end, and a little lean on the top end. Timing seemed to want to be around 23deg overall, just where the Diablo tune likes to put it. I think even with more fine tuning, we may find more power. We also think there is something going on with the exhaust on the car, as we see a little flutter from 5700 to 6100 and then more power gains right before the rev limiter. If we could smooth that out, we may find another 10-15HP and a little more average torque.
     
  9. Ted@AllUSA

    Ted@AllUSA Mopar Parts Distributor

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    ARGH!!! How can we post tables on the C? Suppose I will post it as an image.

    AVERAGE GAINS:
    Our average gains over a stock SRT8 taking out the peak areas showed the following results.

    Average HP increase of 60HP.
    Average TQ increase of 70ft/lbs

    Peak gains to the rear wheels are as follows
    Peak HP Increase of 121HP at 6000 rpms
    Peak TQ increase of 162ft/lbs at 2750 rpms

    Without being conservative by removing the 2750 & 6000 rpm data, we could be posting that our average gains over stock were as follows.
    We showed an average HP increase to the rear wheels of 66HP, and 80ft/lbs of TQ with our peak numbers reaching 121HP and 162TQ increases to the rear tires.

    [​IMG]
     

    Attached Files:

    Last edited: Mar 28, 2010
  10. Darrin

    Darrin New Member

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    So i take it a stall converter is mandatory with this setup?
     
  11. 1bad4dr

    1bad4dr Mr. Meany

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    Would certainly help, Darrin.


    Ted, if you are having difficulties in posting graphs or charts, shoot Mains a PM. He can assist.
     
    Last edited by a moderator: Mar 28, 2010
  12. Ted@AllUSA

    Ted@AllUSA Mopar Parts Distributor

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    Not mandatory, but recommended. The car we put this package on still has the factory converter. Cruising along at 45mph, step on it and the rear tires just light up. Pulling from the red light at an intersection, pulls normally, but need to be easy on the throttle or you will be feathering it to maintain traction. Throttle response is quick and precise, revs up fast, and pulls like a freight train.

    A higher stall converter would be a nice addition to this package, especially for strip use.
     
  13. cmn1

    cmn1 SRT and SVT

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    Can you post costs?
     
  14. Ted@AllUSA

    Ted@AllUSA Mopar Parts Distributor

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  15. cmn1

    cmn1 SRT and SVT

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  16. hawkman996

    hawkman996 New Member

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    Hey Ted, I didn't realize you were on the C too!

    I got your # in the pm on the lx site and plan on giving you a buzz soon to go over the details.
     
  17. AllUSA

    AllUSA Performance Center

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    Look forward to talking to you!
     
  18. PWRAndy

    PWRAndy New Member

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    Converters are advised when you install larger cams that lose low rpm tq/hp. This combo is showing no loss anywhere which means adding a tq converter is completely optional. Had this combo lost 15rwtq down low, a new converter would be recomened.

    Awesome job, very impressive.