AFR 225 "Small Bore" Flow #'s....
03-23-2006, 03:24 PM
#21
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Originally Posted by Tony Mamo @ AFR
The intake will cancel alot of the peak flow gains seen on the flowbench between the two (even a ported FAST 90 appears restrictrive when you cross 300 CFM's of airflow @ the cylinder head).
Victor Jr is going on this weekend.
03-23-2006, 04:05 PM
#22
Originally Posted by 93LS1RX7
Tony I personally saw this on my motor last week. It is a SR 408 with AFR 225's that TEA ported that flow over 300cfm starting right below .500 lift (My cam has over .715 lift so that is a large portion of the time). The 90mm MAF was getting maxed out at around 6200rpm (EFILIVE Monitored it and it maxed the reading) and even when we went speed density tune, the intake was literally stalling the heads right at 6500rpm. I mean the graph was at a 45° angle up to 6500 rpm then right at 6500rpm the graph flat lined.
Victor Jr is going on this weekend.
Victor Jr is going on this weekend.
Best situation with an "X" type intake is to have a TB bolted directly to it (like a carb set-up)....thats how that intake was designed to work. Not nearly a bolt on at that point but probably worth the hassle, especially with a properly ported Vic. Jr.
Tony M.
Last edited by Tony Mamo @ AFR; 03-23-2006 at 04:29 PM.
03-23-2006, 07:37 PM
#23
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Originally Posted by Tony Mamo @ AFR
Problem with that is fitting an actual 90' elbow that straightens out enough to be effective (hood clearance issues)....ask me how I know
Best situation with an "X" type intake is to have a TB bolted directly to it (like a carb set-up)....thats how that intake was designed to work. Not nearly a bolt on at that point but probably worth the hassle, especially with a properly ported Vic. Jr.
Tony M.
Best situation with an "X" type intake is to have a TB bolted directly to it (like a carb set-up)....thats how that intake was designed to work. Not nearly a bolt on at that point but probably worth the hassle, especially with a properly ported Vic. Jr.
Tony M.
04-17-2006, 12:38 PM
#25
I'm running a 383 stroker with a set of AFR 205 .59cc heads and am seriously considering the 225 small bore heads, which appears to be more ideal for a larger displacement engine. I'm running a 234/236 .598/.598 113+3 cam and want don't want to sacrifice the low end torque I have; however, I think I'm leaving some mid and high range power on the table with the smaller 205s. What do you recommend? I was thinking about decking the 225 small bore heads from 72cc to 65cc. I want to keep my compression at approx. 10.8:1. Thanks.
04-17-2006, 02:22 PM
#26
Originally Posted by AlohaC5
I'm running a 383 stroker with a set of AFR 205 .59cc heads and am seriously considering the 225 small bore heads, which appears to be more ideal for a larger displacement engine. I'm running a 234/236 .598/.598 113+3 cam and want don't want to sacrifice the low end torque I have; however, I think I'm leaving some mid and high range power on the table with the smaller 205s. What do you recommend? I was thinking about decking the 225 small bore heads from 72cc to 65cc. I want to keep my compression at approx. 10.8:1. Thanks.
See, the SB 225s start out at 65cc so they'd need no milling. That means they'd flow their maximum potential out of the box, plus since they were designed with a 3.900" bore in mind, you'd make more power at higher lifts because they flow better than the large bore 225s do in a 383. Whacking the large bore 225s to 65cc is going to hurt the head flow some. Not the case with the small bore heads.
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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.
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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.
04-17-2006, 03:01 PM
#27
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Originally Posted by Patrick G
You will make more power with the AFR small bore 225 heads than the large bore 225s milled to 65cc in a 383 stroker.
See, the SB 225s start out at 65cc so they'd need no milling. That means they'd flow their maximum potential out of the box, plus since they were designed with a 3.900" bore in mind, you'd make more power at higher lifts because they flow better than the large bore 225s do in a 383. Whacking the large bore 225s to 65cc is going to hurt the head flow some. Not the case with the small bore heads.
See, the SB 225s start out at 65cc so they'd need no milling. That means they'd flow their maximum potential out of the box, plus since they were designed with a 3.900" bore in mind, you'd make more power at higher lifts because they flow better than the large bore 225s do in a 383. Whacking the large bore 225s to 65cc is going to hurt the head flow some. Not the case with the small bore heads.
04-17-2006, 04:21 PM
#28
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Would you guys looking for more intake flow be better off with the harrop 8 tb setup?
That would let you retain oem pcm and run speed density. I cant imagine the 8 x 55mm tb's running out of huff. http://www.harrop.com.au/root_folder...fd7022-00.html
That would let you retain oem pcm and run speed density. I cant imagine the 8 x 55mm tb's running out of huff. http://www.harrop.com.au/root_folder...fd7022-00.html
