Peak numbers do not mean squat if we do not have an intake that will allow the extra flow. Low and mid lift flow numbers are most important with our restrictive FAST, LS1/LS6 intakes.

The new higher flowing L92 heads with matching high flow intake is a better idea. Cheaper also!

 

dont hold your breath. Seems like everytime statements like that are made nothing ever materializes and drops off the first page and is forgotten...

 

dam, good reading lots of opinions i ordered t.e.a trick flow heads this week and i am suppose to get them next week. i will post on the pick up over the mti 2e heads.my car already has gone best of 11.30@119 in the heat but the car usually runs 11.40's@ high 117 in the heat. this should be a big step in performance for me so far the best heads i know out there are the etp's and tea's. they are the heads i have seen perform the best at the track. i am not going to wait months for the etp's and i like what i see with the trick flows from tea. they did a great job on Loudmouth's car. i am sure they will do a great job on mine but there is a guy i know that had no other porting done on the afr225's on his 402 and was trapping 130 on motor thought that was haulin azz

 

Well, that was my mistake on DA, and for that I apologize. I went from memory rather than going back and looking over my old data, so again, I apologize if my fact were the least bit in error.

The FAST 90 that was already on the car with the ls6 heads had been ported by Jay @ AS and matched to his cylinder heads. To ensure a fair comparison we provided a manifold to Tony to match to his heads.

So, it is an apples to apples comparison. The swap consisted of dyno pulls before hand to obtain best power out of that combination, then the car was torn down, and a head and intake swap were done.

In terms of power, the last time the car was taken out it sheared 9 teeth off the ring gear on launch. So, the rear is all fixed, and we're hoping for some good results in the not so distant future. But, since you brought up the old post, I would recommend folks read the entire post, and see what they think of our testing methodology, and our results.

https://ls1tech.com/forums/showthread.php?t=412609

 

Strangely, on your bench competitor's heads always flow less than your heads, but when Cary at ETP or Tony Mamo at AFR flow your Trickflow heads they come out as good or a little less than their heads yet their flowbench results are somehow "tainted".

Tony gave us a straight up, no BS, test of the TFS 225 heads on his Superflow and I say the numbers speak for themselves.

The only time the Trickflow heads have made more power than head "A" or head "E" has been on dyno testing, sponsored by Trickflow, on Westech's dyno and then Trickflow's dyno where all the heads had the chamber sizes they come with. AFR at 66cc isn't going to make max power for a LS1. I'm sure Trickflow had no bias or agenda with their heads coming out on top.

The independent dyno results of members have show the TFS heads making as much as the ETP and AFR heads, 480+ for a LS1, no benchmark results for a LS2 yet (500+ should be reachable), and finally 550+ for a 402. So the Trickflows haven't, as of yet, set any new records or taken heads to the next level.

I say independent results>company sponsored dyno tests.

 

Like the quote from the previous post "Some guys just don't get it"

The testing on Westech's dyno was not "sponsored" by TFS, it was independent.

Let's just keep watching the results people post, you will see.....

 

Tony -

Thanks for all of the data. This is excellent and very informational.

Jrod - Thanks for posting the link. Very interesting.

JG853

 

Cobraeater "AFR at 66cc isn't going to make max power for a LS1."

Then why do they sell them at 66cc???

 

Charlie (that is you isn't it?), the reason why AFR offers their 205s in a 66cc size is so they can offer the consumer a true bolt on replacement for their 65cc LS6 heads or their 67cc LS1 heads. It just happens to be a CARB legal bolt-on that makes 40+ rwhp over stock. If the customer wants to raise static compression, they can certainly flat mill (like I did) to fatten up the torque curve.

 

I agree. You have to be able to provide to every application.

Charlie, why dont you just put your screen name back to C-Dawg so we can stop wasting our time with this stuff.

Rick

 

No my name is Todd

 

Tony, once again thanks for all the data.

It seems the bigger you are the more a target you become.

AFR has been the leader in technology/develovpement since long before most of the competitors or the LSX ever existed........You cannot argue over that!

 

Back again....

This thread is almost as old as some of the members on this board....baddda bing......
I know....bad joke

Felt the need to bring it back to life to feature some numbers from an AFR 225 head a customer sent me to freshen up and do a little light porting work on. I told him it will be more romance work than actual hogging of material because I felt the 225 shape and cross section is extremely optimized right out of the box. I mainly concentrated on blending all the transitions and high speed areas of the ports, valvejob, valve backcuts, etc. Decided to throw it on the bench quickly to see how I made out and was very pleased with the outcome. It is represented by small letter "e" at the bottom of both charts.

The area under the curve numbers are insane, the port is still only a moderate 230 cc's, and the peak numbers are up there with the best I have seen a few of the larger ports muster. In fact, the exhaust port may be the best on that list.

Keep in mind we are still talking about a 15' cathedral port head here.....with the exception of the LS7 info I throw in there just for comparison, all the data is taken from the cathedral port architecture.

These heads are destined for a pretty serious blower motor with a solid roller. I have a feeling this engine will make some pretty crazy power. Will follow up with you guys when the results are in....

Thanks,
Tony M.

 

WOW good job picked up some good flow from your "romance work"

 

Had a local tuner drop by with a set of heads he was curious about what they flowed on an independent bench and while more times than not most people leave a little deflated this wasn't the case today (well yesterday actually). They were done by someone local who I had never heard of and it was one of the neatest, best flowing hand ported set of LS6 heads I had ever seen....including all of the stuff I have seen from some of the big name shops which are all scattered amongst the data on page one of this thread. The exhaust was only average, but the intake port was exceptional. Note it had the benefit of a 2.100 valve and the chamber opened up to take advantage of it. While I would have liked to see a few other ports back the number (didn't have time), I could only guess that the other ports were close although by hand that is no small feat to accomplish....especially when you have really good numbers to duplicate 8X in a row (one of the obvious negatives of hand porting).

Anyway....thought this info was worth sharing. Its one of the best flowing intake ports in the low and midlift areas on that entire page. The port was fairly big at 240 cc's but flowed accordingly.

It is head "f" on the flowthread.....

 

Boy theres alot just about everything in this thread, drama....action......suspense....its got it all
Still one hellova thread though

 

Holy raising up an old thread Batman.
Great info here!

 

A month or so ago I helped a respected member on this board (Shiznity) with another set of warmed over 225 AFR's (I did some light porting and clean up work to the heads which were a bit used up when I got them coming off of a healthy spray motor!). Steve had tuliped a few intake valves from excessive heat and wanted to try and "up his game" with a fresh engine and some improvements in the airflow department (I also did some porting on his Vic Jr. intake).

Similar to another set of 225's I did recently (head "e"), the results were very impressive. Explosive low and midlift flow and very solid real world peak numbers in line with some of the much larger volume rolled valve angle stuff on the market (some of which I documented in this thread as well). It doesn't get much better in a cathedral port architecture. The exhaust port was also extremely stout which his engine should love with all the laughing gas Steve plans on injecting.

Anyway....I had been meaning to update the thread with these results and finally found the time. It is of course the last results posted which is Head "g"

Steve should have some results from the new engine in hopefully the next 30 days or so....

Cheers,
Tony

PS....Decided to go back and edit the entire flowchart so as to boldface and blue highlight the best numbers of all the results in their respective lift catagory. Thought this would make the info easier to evaluate knowing what number represented the absolute BEST I have ever seen (in a cathedral design....I didnt include the LS7 head for obvious reasons). Looks like Steve's heads were almost a clean sweep on the exhaust side by a very small margin. It's no surprise as I did spend a bit more time there knowing they were going on a serious spray motor.

PSS....Admitedly I obviously I havent seen every possible cylinder head out there (hand ported or otherwise) but this cross section of heads is very extensive (going back about four years now) and includes alot of the cylinder heads most of you are familiar with. Take note I only included the results from the larger runner higher flowing stuff I have tested to try and keep things on a more even playing field and not dilute the results with smaller heads that didnt stand a chance.

 

First off Id like to thank Tony again for hooking me up with the killer set of heads and Vic Jr. and fixing the issues i had from to much gas LOL

I had the heads flowed locally on a bench that has had just about every LS head you can think of on it. This is a totally impartial friend of the guys we hang with who does not mess with Ls engines at all so he has nothing to gain. I had these flowed before and after I also flowed them with a stock vic jr and the new ported one( the final numbers mean more than the head flow anyway to see what the intake does with the head nto alone) Im not gona post the results of any ofthe heads as i think tony's post is very well inline but these AFR 225's are SILLY! they have a geat avg flow vs CC number. these heads worked awsome out of the box and have picked up a tone all over . it also helped cary the head farther. The intake picked up a good CFM over a stock vic jr( which we know flows great out of the box) my Total gained between the 2 is very considerable so im am extremely excited.

The exhaust gains on the port were what made me the most excited. as any of the n20 guys know intake flow is cool and all but our money is made on getting the exhaust out of there. my exhaust system works extremely well and this will help that so much!

I will have some dyno numbers here real soon and of corse the real deal track numbers.

PS one of the big 3 after market castings that show these giant numbers on other guys benches and dynos have not been holding there own on our stuff. ATv's car runs bad *** his heads are killer , MY heads , Choppins and ashws6's all work well. We have a few cars runnign the other casting and they are down some

 

Tony did you add the new data from the worked over 205's that Patrick and I have for comparison?