AFR 225 Flow on 4.030 Bore....
#1
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Guys...
Quite a few of you have been inquiring about the 225 flow data on the smaller 4' bore (only had a 4.030) and the results were even better than I could have hoped for.
This is a "production" 225 we just pulled off one of the new CNC porting machines we have been working on getting up and running.
Here are the numbers....
Bore Size....200....300....400....500....550....600
4.125.........152....221....270....307....316....3 23
4.030.........150....219....268....306....316....3 24
What's really interesting is the slight gain in peak flow...conventional wisdom would lead you to believe the larger unshrouded bore would always be stronger....With this chamber, valvejob, and port shape it obviously wasn't the case. Also, to only lose a couple of CFM downstairs was very surprising when you consider how much more the valve is shrouded. The few results we have seen already with some 402/408 builds have been very strong and these numbers certainly support those results.
Tony M.
Quite a few of you have been inquiring about the 225 flow data on the smaller 4' bore (only had a 4.030) and the results were even better than I could have hoped for.
This is a "production" 225 we just pulled off one of the new CNC porting machines we have been working on getting up and running.
Here are the numbers....
Bore Size....200....300....400....500....550....600
4.125.........152....221....270....307....316....3 23
4.030.........150....219....268....306....316....3 24
What's really interesting is the slight gain in peak flow...conventional wisdom would lead you to believe the larger unshrouded bore would always be stronger....With this chamber, valvejob, and port shape it obviously wasn't the case. Also, to only lose a couple of CFM downstairs was very surprising when you consider how much more the valve is shrouded. The few results we have seen already with some 402/408 builds have been very strong and these numbers certainly support those results.
Tony M.
#2
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Very good flow numbers. Nice to know that EVERYBODY who owns a set of 225s will have flow numbers this good.
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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
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.
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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
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.
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Originally Posted by Patrick G
Very good flow numbers. Nice to know that EVERYBODY who owns a set of 225s will have flow numbers this good.
FWIW - AFR uses their premium fine cut CNC on theLS1 heads which is evident by looking at the actual CNC ridges that are closer together than a standard rough cut CNC used by other vendors. Flow difference between to the two is said to be worth a few more CFM's.
#7
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Originally Posted by DrkPhx
FWIW - AFR uses their premium fine cut CNC on theLS1 heads which is evident by looking at the actual CNC ridges that are closer together than a standard rough cut CNC used by other vendors. Flow difference between to the two is said to be worth a few more CFM's.
Anyway...just thought I would take the oppurtunity to discuss this openly. Its a topic I really never spent much time on and I didnt participate in the other thread at all regarding costs of cylinder heads etc. I know Ive said this before, but the LS cylinder heads are definately our "latest and greatest" and really show the constant refinement in the products we manufacture....if your considering purchasing a set, one trip to a shop that could show you them would be all you needed to probably put you over the edge. I keep promising myself I will take some high res digitals of the new 225's, but never seem to find the time...hopefully I can make that happen sooner than later.
Regards,
Tony
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#8
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I do not think that the AFR heads are out of line with what you get for your money. Before the AFR heads came out the only way to even get close (and you couldn't really) to the performancel levels AFR offers was to go to someone like Lingenfelter and get a re-worked set of LS6 heads. The prices for reworked LS6 heads from a machine shop of that caliber start, start mind you, at $1800.
Then you must supply a core, so, add another $800 or $900 if you don't have a core. Since F-Bodies don't you gotta find a LS6 core off of a Vette. That means your'e sneaking up on $3000. The AFR 205's can be had for about $2200 and you can sell your existing heads to recoup some of the cost. If you have LS1 heads you can sell them for at least $200.
AFR 205 heads for a total out of pocket cost of $2000 plus shipping compared to almost $3000 for a comprable set of reworked LS6 heads? Sounds like a solid deal to me. And don't even approach me with an argument about the cost of PP heads. I wouldn't put those on a station wagon. You have not seen the kind of failures PP has with the top of the line suppliers of heads.
YOU GET WHAT YOU PAY FOR and...
If you don't do it right the first time you get to pay for it AGAIN.
Then you must supply a core, so, add another $800 or $900 if you don't have a core. Since F-Bodies don't you gotta find a LS6 core off of a Vette. That means your'e sneaking up on $3000. The AFR 205's can be had for about $2200 and you can sell your existing heads to recoup some of the cost. If you have LS1 heads you can sell them for at least $200.
AFR 205 heads for a total out of pocket cost of $2000 plus shipping compared to almost $3000 for a comprable set of reworked LS6 heads? Sounds like a solid deal to me. And don't even approach me with an argument about the cost of PP heads. I wouldn't put those on a station wagon. You have not seen the kind of failures PP has with the top of the line suppliers of heads.
YOU GET WHAT YOU PAY FOR and...
If you don't do it right the first time you get to pay for it AGAIN.
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#9
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Originally Posted by LeMansBlue04
I do not think that the AFR heads are out of line with what you get for your money. Before the AFR heads came out the only way to even get close (and you couldn't really) to the performancel levels AFR offers was to go to someone like Lingenfelter and get a re-worked set of LS6 heads. The prices for reworked LS6 heads from a machine shop of that caliber start, start mind you, at $1800.
Then you must supply a core, so, add another $800 or $900 if you don't have a core. Since F-Bodies don't you gotta find a LS6 core off of a Vette. That means your'e sneaking up on $3000. The AFR 205's can be had for about $2200 and you can sell your existing heads to recoup some of the cost. If you have LS1 heads you can sell them for at least $200.
AFR 205 heads for a total out of pocket cost of $2000 plus shipping compared to almost $3000 for a comprable set of reworked LS6 heads? Sounds like a solid deal to me. And don't even approach me with an argument about the cost of PP heads. I wouldn't put those on a station wagon. You have not seen the kind of failures PP has with the top of the line suppliers of heads.
YOU GET WHAT YOU PAY FOR and...
If you don't do it right the first time you get to pay for it AGAIN.![](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_barf.gif)
Then you must supply a core, so, add another $800 or $900 if you don't have a core. Since F-Bodies don't you gotta find a LS6 core off of a Vette. That means your'e sneaking up on $3000. The AFR 205's can be had for about $2200 and you can sell your existing heads to recoup some of the cost. If you have LS1 heads you can sell them for at least $200.
AFR 205 heads for a total out of pocket cost of $2000 plus shipping compared to almost $3000 for a comprable set of reworked LS6 heads? Sounds like a solid deal to me. And don't even approach me with an argument about the cost of PP heads. I wouldn't put those on a station wagon. You have not seen the kind of failures PP has with the top of the line suppliers of heads.
YOU GET WHAT YOU PAY FOR and...
If you don't do it right the first time you get to pay for it AGAIN.
![](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_barf.gif)
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