How about an AFR TECH THREAD...
#61
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Originally Posted by DrkPhx
I'm seriously thinking of the AFR 225 72cc heads for a 402 stroker. Would the 72cc heads be okay to mill if I need slightly more compression?
So IMO if you want 225's (lower compression), better wait for the cast 62cc.
#63
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Tony,
I was checking out your web site and I noticed that you don't recommend torquing the intake or exhaust manifold bolts. May I ask why? I think I know the answer to this, I just like to hear it from the horse...so to speak.
I was checking out your web site and I noticed that you don't recommend torquing the intake or exhaust manifold bolts. May I ask why? I think I know the answer to this, I just like to hear it from the horse...so to speak.
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#65
LS1 Tech Administrator
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Originally Posted by NHRATA01
I'm curious...
With a stock GM gasket, what would the approximate CR be on an engine running the AFR 205's with the 66cc chamber? Anyone know, I searched around but all I found was someone said 10.3:1 with a cometic gasket.
With a stock GM gasket, what would the approximate CR be on an engine running the AFR 205's with the 66cc chamber? Anyone know, I searched around but all I found was someone said 10.3:1 with a cometic gasket.
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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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
![](https://ls1tech.com/forums/signaturepics/sigpic210_1.gif)
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
#67
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A good set of Stage II LS6 heads flow 330+(STOCK BORE) at .600
A good set of Stage III-IV LS6 heads flow 345+(4.125 Bore) at .600
C5R Heads flow about 380(4.125 Bore)
Tony is right about one thing, many(most) head porters, cannot cut the mustard compared to the really good ones.
A good set of Stage III-IV LS6 heads flow 345+(4.125 Bore) at .600
C5R Heads flow about 380(4.125 Bore)
Tony is right about one thing, many(most) head porters, cannot cut the mustard compared to the really good ones.
#68
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Originally Posted by BUYAMERICAN
A good set of Stage II LS6 heads flow 330+(STOCK BORE) at .600
A good set of Stage III-IV LS6 heads flow 345+(4.125 Bore) at .600
C5R Heads flow about 380(4.125 Bore)
A good set of Stage III-IV LS6 heads flow 345+(4.125 Bore) at .600
C5R Heads flow about 380(4.125 Bore)
And I don't recall commenting on the whole "many(most) head porters" situation.
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Last edited by Tony Mamo @ AFR; 01-14-2005 at 09:40 PM.
#69
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Originally Posted by PREDATOR-Z
Any head is OK to mill, but it might limit you on cam choice without flycutting the pistons, also milling reduces flow #'s, which means if head X is milled Y amount to reach 62cc, it will flow less than Z head that has a cast 62cc chambers (all port sizes, valves being equal)
So IMO if you want 225's (lower compression), better wait for the cast 62cc.
So IMO if you want 225's (lower compression), better wait for the cast 62cc.
As far as flow, I believe AFRs changes are more machining than casting. However, that may affect port shape and other things that do affect flow.
David
#70
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Originally Posted by Tony Mamo @ AFR
Maybe on a "StuporFlow"....but DEFINATELY not on a SuperFlow.
And I don't recall commenting on the whole "many(most) head porters" situation.
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And I don't recall commenting on the whole "many(most) head porters" situation.
![Icon Confused](https://ls1tech.com/forums/images/smilies2/icon_confused.gif)
Irregardless of that, your product, is impressive, "right out of the box," and will beat the many of the ported heads done by most of the shops. Herein, is the market for your product.
#71
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Tony, I am considering buying a set of Jesel SS or J2K rockers for my AFR 205 heads. Do you know if these will bolt directly to your heads with out any modifications to them? I know I need spaces for the valve covers I just do not know about the heads. Thanks Brent.
#73
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Originally Posted by BUYAMERICAN
THEN MY FLOW SHEETS(SUPERFLOW) WHICH ARE ALMOST AN EXACT DUPLICATE OF EACH OTHER, CONDUCTED BY DIFFERENT TWO COMPANIES IN TWO DIFFERENT STATES ARE WRONG. STATISTICAL CHANCES, ONE IN BILLION. FURTHER, NEITHER ONE OF THESE OLD GUYS THAT DID THESE THESE SEPARATE SETUPS, HAS 25+ YEARS PORTING HEADS. LOL. FURTHER, ALL THE ROAD RACERS AND DRAG RACERS I KNOW ARE WRONG AS WELL. MANY ARE RUNNING NINES AND LOW TENS, BACK TO BACK N/A. I WILL POST THE FLOW SHEETS, WHEN I PULL THEM OFF ANOTHER HARD DRIVE.
Irregardless of that, your product, is impressive, "right out of the box," and will beat the many of the ported heads done by most of the shops. Herein, is the market for your product.
Irregardless of that, your product, is impressive, "right out of the box," and will beat the many of the ported heads done by most of the shops. Herein, is the market for your product.
Those kinds of statements regarding flow numbers floating around the internet just confuse the average enthusiast searching for honest, accurate information. How could the AFR 205 with ONLY 300 CFM consistently show slightly better results than the "Avg. Stg 2" (I'm hoping at this point most of us can agree with that statement), if the "Avg Stg 2" legitamately flowed 330 CFM on a stock bore?? (the answer is they don't)....Obviously the airspeed being higher will help the AFR dyno #'s, but it wont cover that kind of disparity in port flow (30 CFM's) assuming the port wasn't gigantic and was shaped reasonably well.
Why do most of the "independant flow results" I occasionally see on this board and others usually come in close to 300 CFM....(some less, some a little more).
Anyway...I appreciate your positive comments on our product and I'm certainly not looking to "alienate" or start an argument with an AFR supporter, but I just couldn't leave a post under this thread with information I have disproved time and time again on OUR flow equipment for almost 2 years now.
Independant flow results will usually be closer to reality (and could still be off depending on who's bench and how the test was conducted), but they are usually closer to "real world" because the owner of the "independant" bench has nothing to prove and nothing to sell you.
Just my .02
Regard to all,
Tony M.
Last edited by Tony Mamo @ AFR; 01-15-2005 at 02:14 PM.