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Ronnies HP Heads

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Power Packages Available ¶

We are pleased to be offering PROVEN, and COMPLETE Naturally Aspirated packages for the Gen I, II and III Viper engines. This route can provide a SIMPLE approach to making impressive power in the Viper engines.

We are constantly striving and evaluating both DYNO and TRACK RESULTS in the Viper cars and the RAM SRT-10 trucks to bring you the best possible results. This takes the guesswork out of your projects. Tell us what you want and we'll help you achieve your goal. GEN III INTAKES- Going well beyond simple gasket port-matching and extrude honing, the manifolds are cut open, extensively modified and re-welded for a gain of 25 to 30 horsepower. Once painted, there are no visible external markings. For those wanting to paint or polish your Intakes, DO THIS MODIFICATION FIRST !

CYLINDER HEADS- Forget about falling into the C.F.M. flow bench numbers game; We are talking about POWER here.. Who better to provide you with ported heads for your Viper than THE MAN THAT DESIGNED THE HEADS IN THE FIRST PLACE? For the Gen I, II and Gen III engines, we offer CNC-Ported O.E.M. (stock castings) heads that are completely assembled and ready to bolt-on. Approx. power increases over stock: 65 horsepower. Add another 20 horsepower with our custom billet roller cam. STRIKERS- For those wanting the Ultimate and THE ONLY Aftermarket Cylinder Head Available for the Gen II and Gen III Viper engines, we have the Striker Cylinder Head. These heads are a completely revamped design and fly past the limitations of the original O.E.M. design in both in power and efficiency. Utilizing the latest in CNC technology, these heads have a completely new "fast-burn" combustion chamber, revised Intake Guide/Valve and plug location, superior coolant passages (noticeably cooler engine operation), robust valve train pads and a thick deck so these heads can really take a pounding. They come complete with a custom shaft-mount roller rocker system and hardened push rods.

With customers in Europe, the Middle East, Australia, Canada and the United States, Strikers continue to dominate the competition in both N.A. and Forced Induction applications. And, the Striker-R is also available as the Ultimate RACE Head for the Dodge Viper engine.

ROLLER CAMSHAFTS: Also designed by the man that designed the O.E.M. and Striker heads we offer our "off-the-shelf" AND a wide range of custom camshafts that perfectly compliment the stock, ported O.E.M. or the Striker cylinder heads. These are available for any application- Street/Strip, Road Racing, Drag Racing and Go-Fast Boats.

ROLLER ROCKER SYSTEMS- We can provide roller rockers for your stock or ported cylinder heads that will improve reliability and performance.

BILLET UNDER-DRIVE PULLEYS: We designed and built these to work well on both street and race vehicles. The pulleys are available in almost any color and come with a new serpentine belt that is readily available in local parts stores. VALVE COVER SPACERS: We have satin-finished billet valve cover spacers with a unique fastening system and leak-free channeled gasket. These are required for clearance when using roller rockers on the O.E.M. heads or the Strikers. GASKETS and misc: We are serious about COMPLETE packages and can provide you with EXACTLY what you need. Custom Tuning is also available to ensure powerful and safe engine operation. Drop me an email at- ronnieshpheads@hotmail.com for a complete informational package. Your Partner in Higher Performance- Ronnie

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Gen IV Conversion and Strikers ¶

I have been getting emails regarding the Gen IV conversion option some of you may have read about and how that setup would compare to the Street Strikers.

Out of the box, both of these heads (the Gen IV and the Strikers) are VERY close in the performance they offer.

I have no part in the Gen IV conversion that is in the works again, but I think it's great to see continued development on the Gen III engines as it opens up more choices for anyone wanting to add some serious power and upgrade their existing engines. Cost is a factor for some people so the bottom line with everything included has to be looked at before a decision can be made.

The Gen IV is a really good head without a doubt and it has more efficient flow than the Street Striker's in the mid-lift range. This head is of course the biggest factor in the additional 100 horsepower the Gen IV has over the Gen III engines. Keep in mind this power increase is on an engine that meets emissions. I gained 143 wheel with a small cam and Strikers on my own vehicle and very similar gains (TQ production either up or down a bit) have occurred on other Gen IIIs that still retain the stock reciprocating assemblies. The cam provided approx. 35 wheel on my truck and the heads did the rest. It would be quite possible on a Gen III to get a total of 250 more hp (from stock) with either setup- Strikers or the Gen IV conversion. Using my own vehicle as an example, it would be relatively easy to add more power through the installation of headers (25), a bit more compression (35) and the new Gen III intake mods I'm offering which add an additional (25) wheel on average. This mod cuts the Gen III intake wide open, ports the runners and the plenum area and provides the most power and the proper cylinder-to-cylinder distribution that is available for the Gen III intake manifold. The top is welded back on and with a repaint, the mods are invisible. So, we have now added a grand total of approx. 230 wheel (for the purpose of this discussion) from the stock starting point of a Gen III. Personally, for a daily driver IN A TRUCK with cats on pump gas, I'd likely stop there. You are at a point where the vehicle can be driven cross-country on premium gas, doesn't stink or overheat and even gets decent mileage!

Is there even more power in a N.A. build? Sure. Look at Pro Stock.. There is more peak horsepower in a more aggressive cam profile, cutting the cats off and switching to race fuel, adding even more compression and properly porting either of the cylinder heads, to name just a few. You may however be trading peak horsepower for a drop in torque; which might not be the best idea in a heavy daily driver truck that pushes a lot of wind. Like with many things in performance there can be a fine line between what you wanted and what you actually got. And of course with some pre-planning you could add forced induction of some kind in addition to the cylinder heads at a later date, and make some really serious power. I am anxious to see some of the Gen IV conversion packages out there and how they perform on the street and track. Because the heads are so close in performance, mods to an engine equipped with either the Street Strikers or the Gen IVs should react in a very similar way. Hope this helps. Ronnie

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