Looking to get the best heads I can for around 2K. I don't have any cores. Im using the TSP 231/237 with 1.75 RR.

 

hmm PP "LS6" heads, they're LQ9 heads which are port welded and then cnc'd and hand polished i do believe. they're $1895 assembled from Patriot Performance. There's at least a half dozen people running those heads with the 231/237 cam with great results. BTW, who did your tune on your car? I'm gonna be installing the 231/237 in a month or so and am thinking of a TSP mail-order until I get heads and nitrous, then I'll get a dyno tune.

 

Sponsor in PA. Long drive for you!

 

Ouch. That would be a long drive. F#ck that idea.

 

not going with the AFR's anymore huh? i'd look into a nice stg 2/2.5 5.3 head, check with AS or TEA.

 

MTI 2E heads look pretty appealing. Flow 300+ with dual valve springs MTI name for 1900.00

 

Tough decision. I don't want to skimp on heads. Perfect scenerio would allow for a large cam and good compression. With my pistons, an unmilled AFR would yield a CR suitable for a blower. Not what I'm after.

 

I always wondered how a set of Extrude Honed Patriot head would do, $1300 for the heads and about $750 or so to Extrude Hone. That may be a little but I have always been interested in a head done that way.

 

TEA 1.5 stage heads will work great, maybe even stage 2s.

 

Love my MTI Stage 2E's. Great price and awesome performance.

IMO, they are the best heads for a stock CI car.

Stage 2E's come two flavors:

LS1 castings (core): $1595
5.3 castings (no core): $1795

 

You still didn't talk to Tony Mamo about how much can you mill AFR's?

 

No, it's the weekend. What if you take a ton of material off of the deck, and have to have them cleaned up down the road?

 

don't forget about the 1200 dollar ls6 cores...

 

That's what stinks. I'd go LS6 in a second if the cores weren 't a factor.

 

TEA. More options, CNC consistency, great customer service. Nuff said.


Bruce

 

I'm glad(sorta) that my current situation dictates that I must wait to get heads. I'm hopin that between Edlebrocks supposed new head, and the multiple other platforms that will be using LS6 heads in '05, it will lower the price of the castings. Again, just hoping.

 

I can mill my LS1 heads to 62cc safely or my LS6 heads to 59cc's but then there's the core... My 66 cc LS1 heads are making in the 430-450 rwhp area with 230/230/112 XE-R.

I may have a connection for LS6 cores. Check your mail.

 

Why? LS6 castings are not needed for a 346...

The core charge on the LS1 Stage 2E's is only a couple hunderd bucks.

 

Why is it that you think the LS6 castings aren't needed for a Stock CID car? Not trying to step on any toes just wondering others opinions as I'm in a dill of a pickle trying to build a stupid fast 346 motor.

Floyd

 

Hello...

Seems everyone is panicking about smaller combustion chambers, how much can I mill?.....etc....etc.

First off, you are no worse off from a "piston to valve" standpoint with an AFR 205 head versus a ported stock head....in fact, you are probably slightly better off as a similar chamber volume from us should yield slightly more piston to valve.

That being said, to not consider an AFR because we don't offer a smaller chamber "out of the box" is silly....Let us or your favorite machine shop mill the heads. We do it all the time.

Also, you guys don't realize that you just can't take a head that has a certain "valve drop", and just start arbitrarily welding aluminum everywhere to shrink the chamber volume while still retaining the same "valve drop" which directly effects piston to valve.

(NOTE: When I say "valve drop", I'm referring to the distance the valve will drop if you placed the head on a flat surface. You can check that figure with a checking spring by pushing down on the valve until it contacts that flat surface. Chamber design, milling, and valve job heights are the three variables that directly effect valve drop which directly effects the amount of piston to valve available.)

Actually, you COULD weld aluminum everywhere and pick up some compression by shrinking the chamber, and you can also completely destroy all the low and midlift flow numbers as well with a new "chamber design" that shrouds the valves with a bunch of extra aluminum. Final result....an engine that makes less power with higher compression because it can't fill the cylinder as well. There is a method to our madness....we have been CNC porting and manufacturing cylinder heads for over 30 years!!

The AFR chamber design was held as small as possible while still complimenting and aiding airflow all across the curve. It is more of a "semi-open" design with dual quench pads while I would say the factory design is more of an open "bathtub" style chamber.

Feel free to mill as much off the deck as needed....it's .750 thick. There will be a point with an excessive mill that correcting the intake flange becomes required, but that is not an uncommon situation. Currently, the smallest we have gone is 59 cc's (approx. an .040 flatmill) and manifold fitment is still not an issue....Some of our dealers order and stock them on their shelf exactly that spec.

Anyway....Before spending countless days looking for info on the internet, isn't it faster and more reliable just to call the manufacturer and get their input....Thats what I do when I need some straight answers.

CALL US....I try to be available to everyone, and in the event I can't be reached, any one of our tech guys could help you. In the event they don't have the answer, they will get the answer and call you back.

Hope this helps guys...
Tony M.