AFR still the best LSX head on the market?
02-15-2008, 04:02 PM
#6
Aftermarket castings are a funny thing...
I say ETP 215 is the best for most 346 to 385CI engines..
The AFR 205 is right behind it
Properly Ported Darts are as good as the ET and AFR but u might have more $$ into them in the long run once done..
TFS too $$$ with aftermarket rockers needed...
I say ETP 215 is the best for most 346 to 385CI engines..
The AFR 205 is right behind it
Properly Ported Darts are as good as the ET and AFR but u might have more $$ into them in the long run once done..
TFS too $$$ with aftermarket rockers needed...
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02-16-2008, 11:07 AM
#14
I could say what I think, but then I would just be like everyone else who already posted. Just stating opinion with no facts to back it up.
I have a set of AFRs waiting to be put on right now, and they look beautiful. Also, I had them flowed locally and the numbers and within 2 cfm of what AFR advertises.
Any of the premium heads are comparable, but its the rest of the combination that makes it fast. Search for the combos that work and base your's off of those results.
Jon
I have a set of AFRs waiting to be put on right now, and they look beautiful. Also, I had them flowed locally and the numbers and within 2 cfm of what AFR advertises.
Any of the premium heads are comparable, but its the rest of the combination that makes it fast. Search for the combos that work and base your's off of those results.
Jon
02-16-2008, 11:30 AM
#15
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the results that we've seen is that the ETP heads and similarly set up trickflows produce very similar numbers. AFR's are great heads, but fall short of the other two.
with trick flow heads you have to use aftermarket rockers, and depending on the cam, you'll need to run an aggressive valve spring to compensate for the extra weight of the roller rockers. when set up properly, ETP and Trick Flow are top dogs in the horsepower game as of now.
RHS is pretty much the same as an ETP head - and they are a little more expensive which is why we prefer ETP's.
honestly - if you didn't want to spend the dough on the ETP's or Trick Flow heads, i would just use the tried and true Patriot Heads. for the money, you can't be the performance.
if anyone wants to talk more about options, pricing, advice... feel free to call me at the number below.
and remember...
FREE SHIPPING ON CYLINDER HEADS!
with trick flow heads you have to use aftermarket rockers, and depending on the cam, you'll need to run an aggressive valve spring to compensate for the extra weight of the roller rockers. when set up properly, ETP and Trick Flow are top dogs in the horsepower game as of now.
RHS is pretty much the same as an ETP head - and they are a little more expensive which is why we prefer ETP's.
honestly - if you didn't want to spend the dough on the ETP's or Trick Flow heads, i would just use the tried and true Patriot Heads. for the money, you can't be the performance.
if anyone wants to talk more about options, pricing, advice... feel free to call me at the number below.
and remember...
FREE SHIPPING ON CYLINDER HEADS!
02-16-2008, 11:42 AM
#16
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If you're talking performance, not opinion.
ETP out performs the AFR.
TFS, regardless of needing rockers, out performs the AFR.
With a little work to a Dart head, out performs the AFR.
It has been proven.
02-16-2008, 12:39 PM
#17
And the AFR will a little work kicks all their asses. The AFR is a 205 and none of the other are. Why dont you look at who runs the fastest with a 346 ?
Dyno numbers dont mean **** when it come to track times. Do some real research and pull some real numbers to get the truth.
The ET's dn Trickflows have bigger runners.. whats does that do to your bottom end which then effects the top end.
IF you want to look at it that way then throw some 225's on there. They were made for ther same bore.
I havent seen one post by anyone on here with actually helpful information.
Speed inc says numbers wich infers dyno numbers...lets see track results. Who are the quickest N/A cars out there and what head do they run?
That is the way you determine which head is better. Then you set a budget and meet your budget.
Only one head has been consistently in the winners circle at the track that I've seen on here.
Dyno numbers dont mean **** when it come to track times. Do some real research and pull some real numbers to get the truth.
The ET's dn Trickflows have bigger runners.. whats does that do to your bottom end which then effects the top end.
IF you want to look at it that way then throw some 225's on there. They were made for ther same bore.
I havent seen one post by anyone on here with actually helpful information.
Speed inc says numbers wich infers dyno numbers...lets see track results. Who are the quickest N/A cars out there and what head do they run?
That is the way you determine which head is better. Then you set a budget and meet your budget.
Only one head has been consistently in the winners circle at the track that I've seen on here.
Last edited by 99blancoSS; 02-16-2008 at 12:46 PM.
02-16-2008, 12:47 PM
#18
And the AFR will a little work kicks all their asses. The AFR is a 205 and none of the other are. Why dont you look at who runs the fastest with a 346 ?
Dyno numbers dont mean **** when it come to track times. Do some real research and pull some real numbers to get the truth.
The ET's dn Trickflows have bigger runners.. whats does that do to your bottom end which then effects the top end.
I havent seen one post by anyone on here with actually helpful information.
Speed inc says numbers wich infers dyno numbers...lets see track results. Who are the quickest N/A cars out there and what head do they run?
That is the way you determine which head is better. Then you set a budget and meet your budget.
Only one head has been consistently in the winners circle at the track that I've seen on here.
Dyno numbers dont mean **** when it come to track times. Do some real research and pull some real numbers to get the truth.
The ET's dn Trickflows have bigger runners.. whats does that do to your bottom end which then effects the top end.
I havent seen one post by anyone on here with actually helpful information.
Speed inc says numbers wich infers dyno numbers...lets see track results. Who are the quickest N/A cars out there and what head do they run?
That is the way you determine which head is better. Then you set a budget and meet your budget.
Only one head has been consistently in the winners circle at the track that I've seen on here.
In this case, dyno comparisons would be the most logical way to measure, providing the conditions and dyno are the same. Measuring ET's wouldn't be the best. Too many variables from vehicle weight, driver etc. it would be almost impossible to mimic the variables for let alone 2 runs, not 3 or 4 or 5.
02-16-2008, 12:55 PM
#19
And the AFR will a little work kicks all their asses. The AFR is a 205 and none of the other are. Why dont you look at who runs the fastest with a 346 ?
Dyno numbers dont mean **** when it come to track times. Do some real research and pull some real numbers to get the truth.
The ET's dn Trickflows have bigger runners.. whats does that do to your bottom end which then effects the top end.
IF you want to look at it that way then throw some 225's on there. They were made for ther same bore.
I havent seen one post by anyone on here with actually helpful information.
Speed inc says numbers wich infers dyno numbers...lets see track results. Who are the quickest N/A cars out there and what head do they run?
That is the way you determine which head is better. Then you set a budget and meet your budget.
Only one head has been consistently in the winners circle at the track that I've seen on here.
Dyno numbers dont mean **** when it come to track times. Do some real research and pull some real numbers to get the truth.
The ET's dn Trickflows have bigger runners.. whats does that do to your bottom end which then effects the top end.
IF you want to look at it that way then throw some 225's on there. They were made for ther same bore.
I havent seen one post by anyone on here with actually helpful information.
Speed inc says numbers wich infers dyno numbers...lets see track results. Who are the quickest N/A cars out there and what head do they run?
That is the way you determine which head is better. Then you set a budget and meet your budget.
Only one head has been consistently in the winners circle at the track that I've seen on here.
02-16-2008, 12:55 PM
#20
The reality is dyno's dont determine how quick a car is. Its a bogus way to look at it.
Your right look at the build date, has it been beat yet? The how does it lose until it gets beat. Dyno numbers dont mean **** unless your out for a dyno war.
I've been there and done that. The larger intake runners make it more sluggish off the line.
You also come out and back up my post and dont even know it...
Why do you think that is? Because a peak number on the dyno doesnt mean **** at the track.
**** man look at the facts of it all.
First of all have you ever dyno tested a car? You get a rolling start. It is not indicative of what the car does from a dead stop. ITs indicative of a roll race.
Speed and quikness is made from the avg number not the peak number.
If your car puts down 450 hp at 6800 rpms you need to be at 6800 rpms to have that 450 working for you. The low and mid lift numbers now become most important. Velocity is achieved by the runner size and shape.
Why do you think stage 3 heads are reserved for all out track cars? Because all they care about is max power at the top. They are leaving the line at 4500-7000 rpms and so all that matters is the upper end to them. They hog out the runners and none of them will recommend you run it on a street car.
Look for who's fastest N/A to know what head is better.
And honestly I say this without looking at the chart to see what's number one. Last time I looked Cartek had a bunch of top cars with their ported oem heads on them.
Your right look at the build date, has it been beat yet? The how does it lose until it gets beat. Dyno numbers dont mean **** unless your out for a dyno war.
I've been there and done that. The larger intake runners make it more sluggish off the line.
You also come out and back up my post and dont even know it...
Too many cars with only a lil over 300 rwhp outrunning 500rwhp cars by a mile at the track
**** man look at the facts of it all.
First of all have you ever dyno tested a car? You get a rolling start. It is not indicative of what the car does from a dead stop. ITs indicative of a roll race.
Speed and quikness is made from the avg number not the peak number.
If your car puts down 450 hp at 6800 rpms you need to be at 6800 rpms to have that 450 working for you. The low and mid lift numbers now become most important. Velocity is achieved by the runner size and shape.
Why do you think stage 3 heads are reserved for all out track cars? Because all they care about is max power at the top. They are leaving the line at 4500-7000 rpms and so all that matters is the upper end to them. They hog out the runners and none of them will recommend you run it on a street car.
Look for who's fastest N/A to know what head is better.
And honestly I say this without looking at the chart to see what's number one. Last time I looked Cartek had a bunch of top cars with their ported oem heads on them.
Last edited by 99blancoSS; 02-16-2008 at 01:24 PM.