AFR LS1 205cc
12-30-2003, 09:12 PM
#22
Originally Posted by mikey
Interesting. Those flow numbers are alot less than our stage II LS1 heads and we use a 3.90 bore. A 4.125 will falsly increase flow numbers.
We need more info.
12-30-2003, 09:28 PM
#23
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Originally Posted by Linear Velocity
Hmm, how much more can they get out of those? My 5.7 LS1 heads flowed 337 cfm @ .600" on the intake, doesn't look like the AFR's will be worth the money 
How you ever had those heads flowed on an independent bench???? Those are some pretty amazing flow numbers.
12-30-2003, 09:46 PM
#25
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Originally Posted by sr71bb
Linear,
How you ever had those heads flowed on an independent bench???? Those are some pretty amazing flow numbers.
How you ever had those heads flowed on an independent bench???? Those are some pretty amazing flow numbers.
12-30-2003, 10:07 PM
#26
Originally Posted by AINT SKEERED
Still they flowed the GMPP ls6 heads on the same bore and the afr heads out done them right? If so, This will be a strong Tq curve with great hp numbers. And the 220 heads will be the way to go for the all out crowd.
Any info on what intake valves are in the AFR's?
Any more info in the article that can be posted?
12-30-2003, 10:08 PM
#27
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Originally Posted by Linear Velocity
No I haven't, but my car is making 511rwhp with a 230/236 cam so I'm not complaining
12-30-2003, 11:18 PM
#28
It says the intake valves are 2.02 five angle and the exhaust is 1.60 with a radiused seat(better flow) Spring pockets are 1.470 and can be machined to 1.55. Price assembled and CNC $2,499, as cast $1,800. They added material to the chamber to make a double-quench pad that helps detonation and air/fuel atomization. The d-ports are now oval. 225cc will have 2.05/1.60 valves.
The 205cc AFR's were compaired to the 201cc LS1, 211cc LS6, and 242cc CNC GMPP LS6's
The 205cc AFR's were compaired to the 201cc LS1, 211cc LS6, and 242cc CNC GMPP LS6's
12-31-2003, 05:31 AM
#29
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Originally Posted by sr71bb
I don't blame you!!!! Great numbers. Hope to get those type of numbers with a 396 but it will be difficult without an EXTREMELY good set of heads.
You will not see those numbers since your motor will be a stock bore.
I will be amazed if you hit 500 without a fast intake and ewp.
12-31-2003, 08:01 AM
#30
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-----INT EXH
.200 140 112
.300 200 170
.400 251 203
.500 281 221
.550 292 226
.600 301 230
from the AFR website, 205 mongoose street head with CNC.
Does not give much info on how these were obtained
.200 140 112
.300 200 170
.400 251 203
.500 281 221
.550 292 226
.600 301 230
from the AFR website, 205 mongoose street head with CNC.
Does not give much info on how these were obtained
Last edited by 10thanvhawk; 12-31-2003 at 03:29 PM.
12-31-2003, 08:03 AM
#31
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Originally Posted by kumar75150
You will not see those numbers since your motor will be a stock bore.
I will be amazed if you hit 500 without a fast intake and ewp.
I will be amazed if you hit 500 without a fast intake and ewp.
12-31-2003, 08:14 AM
#32
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There is a lot of good information to be had on the afr heads at the corvette forum.
http://forums.corvetteforum.com/zerothread?id=656708
He states flow figures are with a 390 bore about the half way down the first page.
http://forums.corvetteforum.com/zerothread?id=656708
He states flow figures are with a 390 bore about the half way down the first page.
12-31-2003, 11:55 AM
#34
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My exact numbers for my LS6 Stage II heads are:
-----INT EXH
.200 142 109
.300 215 146
.400 260 178
.500 286 212
.550 299 221
.600 304 227
These are a 3.905 bore size with 2.020/1.577 valves.
I don't know what the runners are but the 205 will definetly keep the velocity up. I am contemplating a set of AFR 76cc heads for my Turbo Setup. It will drop the CR down to 9.3 for me and the heads already come with large springs..they are ready to go..I am just waiting for Bill/AFR to make me the deal..for testing them out with a forced induction application.
-----INT EXH
.200 142 109
.300 215 146
.400 260 178
.500 286 212
.550 299 221
.600 304 227
These are a 3.905 bore size with 2.020/1.577 valves.
I don't know what the runners are but the 205 will definetly keep the velocity up. I am contemplating a set of AFR 76cc heads for my Turbo Setup. It will drop the CR down to 9.3 for me and the heads already come with large springs..they are ready to go..I am just waiting for Bill/AFR to make me the deal..for testing them out with a forced induction application.
12-31-2003, 12:14 PM
#35
Originally Posted by Slowhawk
I think you guy's might be jumping on the wrong part here..Those AFR flow #'s with only 205cc ports is awesome,if true..My Ported LS6's flow alittle more but the port is 221cc.(stock is 215cc)..By the way it looks,346's with these heads will kick *** across the rev range over stage 2 ported heads due to the velocity....
I wish they will hurry up and release them so we can stop debating and find the facts!!!!!
I wish they will hurry up and release them so we can stop debating and find the facts!!!!!
OK they are 205cc but it is not ralistic giving flow #s based in 4.125 bore when most poeple have 3.905 bore.I understand what you mean but AFR have to base their test in the reality of the factory motor like they do when selling generation I and II chevy heads.Their base line was compared in factory bore size motors!!Just my .02 cents...
Happy new year everyone!!!
12-31-2003, 12:20 PM
#36
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Very few of us have or will run a 4.125 bore, so the numbers are not helpful to me.
Smaller valved heads can flow 10cfm less so that should also be kept in mind.
I look forward to some independent testing.
Smaller valved heads can flow 10cfm less so that should also be kept in mind.
I look forward to some independent testing.
12-31-2003, 12:49 PM
#37
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Take note of a few things....these figures are quoted from my larger bore fixture, NOT the smaller 3.910 bore of the stock shortblock, and also, I plan on experimenting with quite a few different valvejobs before going to production so some of these figures might end up higher, and some of them might end up lower. I wouldn't expect to see much more than a plus or minus 5 CFM figure in any case, and when I did place the cylinder head on a smaller bore fixture, I was happy to only see a fairly small drop in flow across the board.....the largest being the 8 CFM difference @ .600 (Prototype went 308 CFM on larger fixture, 300 CFM swapping to the 3.910 bore).
Latest word from my foundry is still "good", and based on that we are still expecting the "launch" to be sometime the later part of this year as I have previously described....keeping my fingers crossed!
Ed....buy more shelving!!!
Regards,
Tony Mamo
Latest word from my foundry is still "good", and based on that we are still expecting the "launch" to be sometime the later part of this year as I have previously described....keeping my fingers crossed!
Ed....buy more shelving!!!
Regards,
Tony Mamo
12-31-2003, 07:03 PM
#38
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Originally Posted by 383ss
maybe this will help some
1. Thinks STOCK 205CC CNC AFR heads could mean as much as 40-45HP over a STOCK LS6 with STOCK LS6 heads WITH JUST THE AFR HEAD CHANGE!!!!
2. AFR heads flow much better than LS6 heads with smaller port volumes than Ls6 heads resulting in much better power under the curve because of better air velocity thru the smaller ports.
3. Won't start shipping 205CC heads until Feb. 2004
Last edited by sr71bb; 12-31-2003 at 08:11 PM.
12-31-2003, 07:12 PM
#39
Originally Posted by Y2KAIR
It says the intake valves are 2.02 five angle and the exhaust is 1.60 with a radiused seat(better flow) Spring pockets are 1.470 and can be machined to 1.55. Price assembled and CNC $2,499, as cast $1,800. They added material to the chamber to make a double-quench pad that helps detonation and air/fuel atomization. The d-ports are now oval. 225cc will have 2.05/1.60 valves.
The 205cc AFR's were compaired to the 201cc LS1, 211cc LS6, and 242cc CNC GMPP LS6's
The 205cc AFR's were compaired to the 201cc LS1, 211cc LS6, and 242cc CNC GMPP LS6's
****Tony says
Also, all my exhaust figures are recorded utilizing a 1.875 "flowtube" which is about 8-9" in total length. It bolts to the exhaust port much like a header and immediatly hooks down and back, closely resembling any primary tube you might find from the various manufacturers....after the turn, the pipe has about a 3-4" section of straight pipe.
f you have ever seen an Amduri flow tube, it is basically very similar. All my exhaust ports are optimized and designed that way from their inception so as to try and simulate real world operating conditions when ultimately the heads are sitting between your framerails with a nice long-tube header attached to them.
1.875 flowtube on exhaust for the AFR's? I would have expected more exhaust flow. Most of our cars will have 1.75 primary tubed headers & smaller bores so we would expect even less exhaust flow.
Tony's data is interesting but it's not really helpful as we don't have a common reference for most of it - yet.
Time will tell and I look forward to more data.
Last edited by 99 Black Bird T/A; 12-31-2003 at 07:27 PM.