TFS has come out with 3 new head/cam packages for LS1's based off their new TFS 215cc cylinder head. I was asked to post this info, so I will try to answer your questions the best that I can. The heads and cams also come as a complete package with all gaskets and bolts, additional discounts are applied to the package. The cam specs and part #'s are:

TFS Stg 1 cam is a 216/220 .560/.560 114+4 part # TFS-30602001
TFS Stg 2 cam is a 220/224 .575/.575 112+4 part # TFS-30602002
TFS Stg 3 cam is a 228/230 .585/.585 112+4 part # TFS-30602003

These cams sell for $269.95 and are in stock at Summit and TEA and can be bought from any TFS dealer.

The TFS 215 heads feature unique 13.5 degree valve angles and more piston to valve clearance then a stock LS1/LS6 head. They contain 2.04/1.57 valves, 215cc intake port, 80cc exhaust port volumes, 64cc chambers, Gold dual springs. Their part # is TFS-3060T001-C01 and sell for $2395

The dyno results are from a stock LS1 short block with Hooker 1 3/4" headers coupled to a Y pipe and then open from there, there were no accessories on the front of the engine. The base engine with headers, stock heads and LS6 intake with no tuning was 380 HP.

The final dyno numbers were with a Fast 90/90 setup and the heads were unmilled TFS at 64cc chamber volume.

I think the results are very interesting, all 3 cams made almost the same torque at the same point, the bigger cams simply held out longer. The TFS heads make excellent power and pull great at high RPM also, pulling 300 RPM past another 215 head that was tested while out powering it by 10 HP as well. So the final results with the biggest cam was a whooping 160 HP increase over the stock heads and LS6 intake. I also have graphs with the TFS head/cams with a LS6 intake that I can post as well if someone wants to see it.

TFS tested almost 20 cam profiles to come up with what they have, some of the bigger cams with more lift actually made less power, they may have made more power if they had more compression, but these cams would make more power with more compression as well. These dyno numbers are at the crank shaft and have not been inflated, these packages will make this power on most any engine dyno, and probably more, as the base engine power was 20 down from what others have tested. The best part of all is that these parts are in stock at Summit, and can also be bought from any TFS dealer. Sorry for the poor quality of the pics, I will try to improve those as well.

 

Very nice results. Are you going to do any 402/408 testing with your 225's?

 

I'm interested.

When you started with the baseline 380hp, did you then switch to the TFS heads and a cam at the same time or did you switch the heads and then make some runs with the stock cam, to see the TFS heads hp, and then switch cams from there?

 

Yes, that dyno testing is underway.

The cams were tested first and then the heads were added. There were a couple different versions of the TFS heads tested by the time they were released. For example, the final version is 10-14 hp better then the original that was tested.

 

Great R&D work. You proved once again bigger cams isnt always better for the LS1. Its all about combination with the heads and the cam profile. the torque curves are pretty flat for the most part. Looks like stage 2 cam puts down higher tq earlier in the powerband. perfect for the street!

ps- you should make the dyno graphs as thumbnails; makes the thread easier to read.

 

Interesting results:

Assuming 64cc chamber, .052 head gasket and 50 degrees ramp rate from .006" to .050", I get the following IVCs and DCR for the TFS cams.

216/220 114LSA +4 = 38 degree IVC ABDC at .050", 8.82:1 DCR

220/224 112LSA +4 = 38 degree IVC ABDC at .050", 8.51:1 DCR

228/230 112LSA +4 = 42 degree IVD ABDC at .050", 8.25:1 DCR

It's pretty easy to see why cam 1 held its own in the torque department. Just look at the high DCR. Cam 2 is a pretty balanced cam. Cam 3 is very similar to other popular cams on the board including one of my favorites (228/232 110LSA +2). If you notice one common thing, that's the intake centerline being at 108. To make good dynamic compression with lower static compression, it's necessary to have an earlier intake centerline. In Brian's case, he chose a little wider LSA than I like, which brought the overlap a little far to the exhaust side of TDC, but since the TFS heads seem to breathe very well, this doesn't seem to hurt them in power development above peak power.

Again, this is a textbook example of following a recipe. Just because these cam combinations worked well does not necessarily mean they'll be perfect for stock heads (or other fine CNC ported aftermarket heads). They are perfect for TFS heads. So if you want to follow the recipe for success, it would pay dividends to copy the cam selections if running TFS heads.

 

Not a bad price on thoes cams either.