Vengeance Racing 402 Iron Block/TFS Heads RESULTS INSIDE
02-28-2007, 02:05 PM
#22
Originally Posted by Brian Tooley
I've seen Mustang dyno's that were as high or higher than dynojet's and I've seen Mustang dyno's that were very low. I would guess your power on a dynojet with a 10 bolt or Vette rearend to be 520-550 RWHP with your 130 MPH trap speed. What is your compression and how much does your car weigh? You said it was a solid roller right?
What's going on with the TFS heads that PSI bought? Head comparo?
What's going on with the TFS heads that PSI bought? Head comparo?
PSI's dyno hurts alot of peoples feelings
Compression 11.3 .... Hyd roller ,still on stock rockers , 3,678lbs on a set of brand new scales.
I was over there yesturday and have not seen them yet.
We were thinking about doing a comparison but its not worth 10 hp either way for me to find out on my N20 car.
We have done some good back to back stuff on my car with AFR 225's and ET 225's, both sets of heads tested on 2 different cams. Dont think I want to put in the work to do a test for the TFS's for the fun of it. Jeff said he wasnt going to get a SUPER deal on the heads so I was like well I aint trying them then
Do you think they would be worth anything over my current ET 225's?
02-28-2007, 03:09 PM
#25
Originally Posted by ATVracr
PSI's dyno hurts alot of peoples feelings
Compression 11.3 .... Hyd roller ,still on stock rockers , 3,678lbs on a set of brand new scales.
I was over there yesturday and have not seen them yet.
We were thinking about doing a comparison but its not worth 10 hp either way for me to find out on my N20 car.
We have done some good back to back stuff on my car with AFR 225's and ET 225's, both sets of heads tested on 2 different cams. Dont think I want to put in the work to do a test for the TFS's for the fun of it. Jeff said he wasnt going to get a SUPER deal on the heads so I was like well I aint trying them then
Do you think they would be worth anything over my current ET 225's?
Compression 11.3 .... Hyd roller ,still on stock rockers , 3,678lbs on a set of brand new scales.
I was over there yesturday and have not seen them yet.
We were thinking about doing a comparison but its not worth 10 hp either way for me to find out on my N20 car.
We have done some good back to back stuff on my car with AFR 225's and ET 225's, both sets of heads tested on 2 different cams. Dont think I want to put in the work to do a test for the TFS's for the fun of it. Jeff said he wasnt going to get a SUPER deal on the heads so I was like well I aint trying them then
Do you think they would be worth anything over my current ET 225's?
02-28-2007, 03:37 PM
#26
This thread again reinforces how strong the cathedral port heads STILL are for larger motors. In fact, I've been very underwhelmed by the dyno numbers from the L-92 heads up to this point. Sure they make nice flow bench numbers, but they don't make anywhere near the power that we've seen from the top performing cathedral port heads like these TFS 225s. 
Bottom line, don't be too hasty to write off the old style heads for making big power on a 4.0" bore. It may not be until you start running bore sizes of 4.10" or larger that the big-valved L-92s really start showing their potential.
Bottom line, don't be too hasty to write off the old style heads for making big power on a 4.0" bore. It may not be until you start running bore sizes of 4.10" or larger that the big-valved L-92s really start showing their potential.
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
02-28-2007, 04:03 PM
#27
Originally Posted by Patrick G
This thread again reinforces how strong the cathedral port heads STILL are for larger motors. In fact, I've been very underwhelmed by the dyno numbers from the L-92 heads up to this point. Sure they make nice flow bench numbers, but they don't make anywhere near the power that we've seen from the top performing cathedral port heads like these TFS 225s.
Bottom line, don't be too hasty to write off the old style heads for making big power on a 4.0" bore. It may not be until you start running bore sizes of 4.10" or larger that the big-valved L-92s really start showing their potential.
Bottom line, don't be too hasty to write off the old style heads for making big power on a 4.0" bore. It may not be until you start running bore sizes of 4.10" or larger that the big-valved L-92s really start showing their potential.
The thing that I learned a while back is to make a head that is "easy" to cam, and you will have a more popular head. Heads with lots of low lift (.100"-.200") or big valves are not easy to cam. That is not something a computer program taught me, it is what working with the stuff has taught me.
Also when you have one head flowing well with a 2.16" intake valve and 260cc port volume, compared to another head that flows as well or better with a 2.055" valve and a 225cc port, it pretty much becomes a no brainer.
The only time the bigger head will make more power is when the engine NEEDS the extra port volume, like with a bigger engine turning LOTS of RPM or with a BIG shot of nitrous, but the L92 head deck DOES NOT like a big shot of nitrous.
03-01-2007, 04:38 PM
#28
Originally Posted by gnx7
What compression is this motor? Was this on 93 octane I assume?
Is this cam size in the 250*+ duration or bigger/smaller?
Nice numbers especially for a 402.
Is this cam size in the 250*+ duration or bigger/smaller?
Nice numbers especially for a 402.
03-02-2007, 07:31 AM
#33
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Originally Posted by Brian Tooley
Hey Ron, give us the scoop, what was the approximate cam duration, inquiring minds want to know
Come on Brian you have to keep a few things to yourself. BTW it is not the cam it is the heads
03-03-2007, 01:17 AM
#34
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Originally Posted by Mike@Vengeance
Come on Brian you have to keep a few things to yourself. BTW it is not the cam it is the heads
03-04-2007, 09:12 PM
#38
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Originally Posted by Mike@Vengeance
Come on Brian you have to keep a few things to yourself. BTW it is not the cam it is the heads
