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.

 

It will have flat top pistons will 2cc valve reliefs.

 

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'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, your static compression should be right around 10.283 to 1.

 

Guys...

Just an FYI....I haven't forgotten about you but I have been very busy. I will try and take the time over the weekend to hit on some of the questions you have posed...

Thanks,
Tony

 

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.

 

Maybe on a "StuporFlow"....but DEFINATELY not on a SuperFlow.


And I don't recall commenting on the whole "many(most) head porters" situation.

 

12:1 oval track SBCs have Bowties angle milled down to 48-49ccs (I have a set). The trick is getting all of the pieces to fit afterwards. CP makes a piston to use will the angle milled heads (the valve pocket is different), the intake manifold has to be machined to match and may still need thick gaskets (I have a custom made intake gasket that is, well, thick. Like .075 or .100 or something. And any setup requires you to measure for pushord length after you assemble the pieces. Fortunately all of the pushrod places can drop ship the same day. And you have to check for valve clearance and may need an additional flycut on the pistons.

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

 

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.

 

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.

 

Just ask tony about his ls1 pulling down n/a 480+rwhp with the smaller 205cc heads

 

I'm not looking to get into a debate over trying to "compare" flow numbers because we have all been down that road before (different flowbenchs, fixturing, operators, clay versus radiused entries, etc., etc., etc.) What I DON"T agree with is your statement that most Stg. 2 heads flow 330+ on a STOCK BORE (or ANY bore size for that matter). Most Stg 2 heads are lucky to see an honest 300 CFM on our equipment and I have flowtested dozens of them.

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.

 

What would the hp differance be with the 220/224 vs the 224/228 cam? With the 205's and all the bolt ons.