trickflow 220 vs ported 243s
01-03-2017, 01:49 PM
#26
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01-03-2017, 04:38 PM
#27
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Due to my budget I got some 243s for 280... theres some rust on the valve though from sitting is that of any concern?
Also I was told $560 to get them ported... is that a good price? It's from a reputable shop that machines on LS related work all day long
Also I was told $560 to get them ported... is that a good price? It's from a reputable shop that machines on LS related work all day long
01-03-2017, 05:14 PM
#28
Seems cheap, im guessing it dosnt include a full rebuild, valve job and better springs retainers. TEA, AI and FRH are $12-1400 for a full rebuild, CNC port/multi angle VJ, new srings, retainers and seals, decked to spec etc. Are they hand ported or CNCd?
01-03-2017, 11:42 PM
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Just read thru this... Some very good arguments for both aftermarket and gm 243's. I'm racing in a class where you are required to run gm castings. I have an ls1 being built that will use 243 heads fully worked while still using a plastic intake manifold. Me being an "aftermarket head fan" it will be interesting to see how much power it makes and how it runs in the 1/4 mile.
01-04-2017, 12:35 AM
#31
I was torn between TFS 220s and TEA Stage 2s back in 2013 when I bought. They were about the same price in the end.
I chose the TEAs for a couple of reasons...
1) Stock GM valvetrain designed to work with the stock rockers (wanted reliability)
2) Lighter casting overall
3) Sufficient power and flow... the TEA heads have made over 500rwhp in a 346 h/c setup and over 550 in a 408. Which is about as much as you're going to do with Cathedrals without stepping up to more cubes or something like TFS 245s
4) Manifold designs sort of cap off any head and homogenizes results, especially for cathedral ports... maybe the MSD changes that? Maybe not?
5) I had turned-down LS3 valves installed to save weight... I don't think that was an option on the 220s at the time
6) The VJs on the TEA heads and TFS heads are similar - and that's where most of the power comes from - the ports are superior on the TFS heads, but in practical terms, you don't see a big power difference
Negatives were/are:
1) Less deck thickness for nitrous or boost
2) Less ability to port for larger motors down the road - can take a 220 out to 245 (although TEA does have a Stage 3 port with 2.08/1.60 valves and flows 340cfm on their bench - for whatever that's worth)
3) Less resale value potentially?
I chose the TEAs for a couple of reasons...
1) Stock GM valvetrain designed to work with the stock rockers (wanted reliability)
2) Lighter casting overall
3) Sufficient power and flow... the TEA heads have made over 500rwhp in a 346 h/c setup and over 550 in a 408. Which is about as much as you're going to do with Cathedrals without stepping up to more cubes or something like TFS 245s
4) Manifold designs sort of cap off any head and homogenizes results, especially for cathedral ports... maybe the MSD changes that? Maybe not?
5) I had turned-down LS3 valves installed to save weight... I don't think that was an option on the 220s at the time
6) The VJs on the TEA heads and TFS heads are similar - and that's where most of the power comes from - the ports are superior on the TFS heads, but in practical terms, you don't see a big power difference
Negatives were/are:
1) Less deck thickness for nitrous or boost
2) Less ability to port for larger motors down the road - can take a 220 out to 245 (although TEA does have a Stage 3 port with 2.08/1.60 valves and flows 340cfm on their bench - for whatever that's worth)
3) Less resale value potentially?
01-04-2017, 08:02 AM
#32
I wanted a big valve head so I went with the TFS 220cc head. The OEM castings have a 2.02" diameter seat insert so you should not go more than that without replacing the seats. By the time you pay someone to do that plus CNC port the used stock casting, you're pretty close to what a brand new set of the TFS heads cost.
The TFS 220cc heads have large enough seat inserts that I had 2.165"/1.57" valves installed. The chambers were CNC machined specifically for the valve combo and then hand blended in the ports. It's kind of like a hybrid head with the small high velocity cathedral ports but with large LS3 hollow stem intake valves.
The TFS 220cc heads have large enough seat inserts that I had 2.165"/1.57" valves installed. The chambers were CNC machined specifically for the valve combo and then hand blended in the ports. It's kind of like a hybrid head with the small high velocity cathedral ports but with large LS3 hollow stem intake valves.
01-04-2017, 08:06 AM
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I wanted a big valve head so I went with the TFS 220cc head. The OEM castings have a 2.02" diameter seat insert so you should not go more than that without replacing the seats. By the time you pay someone to do that plus CNC port the used stock casting, you're pretty close to what a brand new set of the TFS heads cost.
The TFS 220cc heads have large enough seat inserts that I had 2.165"/1.57" valves installed. The chambers were CNC machined specifically for the valve combo and then hand blended in the ports. It's kind of like a hybrid head with the small high velocity cathedral ports but with large LS3 hollow stem intake valves.
The TFS 220cc heads have large enough seat inserts that I had 2.165"/1.57" valves installed. The chambers were CNC machined specifically for the valve combo and then hand blended in the ports. It's kind of like a hybrid head with the small high velocity cathedral ports but with large LS3 hollow stem intake valves.
01-05-2017, 03:26 AM
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Most likely not. I'm getting new springs / retainers myself and they are hand ported. Their is a slight rust on a couple valves I'm not sure if should be of concern or not, but other than that they seem fine. I'm taking them to him hopefully Sunday so we'll see how that goes.
01-22-2017, 06:08 AM
#40
I would go with some TSP-PRC Stage 2.5 Ported 243's or ported 243's in general unless you are trying to get as much power as you can. Aftermarket CNC'd Cylinder heads will always be the best option but it comes down to cost and if it is necessary to you.