AFR vs. Trickflow bs. ETP heads?
#1
AFR vs. Trickflow bs. ETP heads?
I did a search but the search function is pulling up posts from 2003. I am seriously considering buying a set of AFR 205 heads for my 99 Corvette coupe however after talking to the vendor where I am getting my cam it seems he HIGHLY recommends ETP and/or Trickflow heads rather than AFR. He says the valve angle allows more ptvc which will allow me to use a larger cam without flycutting the pistons thereby providing more power.
Any opinions, facts, etc is highly appreciated. I want a cam in the 232/236 .60/.605 112 LSA range.
Cajun
Any opinions, facts, etc is highly appreciated. I want a cam in the 232/236 .60/.605 112 LSA range.
Cajun
#5
Staging Lane
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Sounds like you need to call the crew at LG Motorsports. I would suggest the AFR 205's. Proven performance from the AFR's no matter if you are using a small 224/228 Mamo cam or a larger G5X3 sized cam. The AFR's maintain a nice area under the curve and good off idle/mid range torque. I would suggest having them milled to 59cc for better compression and running cometic gaskets. Call LG, they have plenty of experience with proven AFR combos. Hope this helps. Good luck.
#6
TECH Senior Member
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I seem to remember the ETP's required some modifications to the alternator/bracket to install on a Vette. They also require very long pushrods and some guys were having valve train stability issues. I would consider 3/8's pushrods with the ETP's. The Trickflows seem to be nice heads, but they do require a different rocker so make sure you figure that into your cost trade-off. AFR 205's have provided consistent performance and seem to give good mid-range power. Not sure where the cam you have will make its power, but the heads can help keep the lower RPM range from getting too soft.
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#8
LS1 Tech Administrator
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Whatever you choose, look for heads with excellent flow in the .300-500" range if running a plastic intake. Flow in the .600"+ range is irrelevant. Also, get as much compression as you can get while still maintaining proper piston to valve clearance. For me, the AFR 205s fit the bill.
__________________
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.
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.
#9
TECH Addict
iTrader: (11)
I like the AFR's the most. geometry is dead on and theres no effort .bolt them on and there money. both ETP and TF we have had to shim and stuff to get the rocker arm travel right. also TF had some issue where you can't use the stock style rockers. I love the Harlen sharme stock replacments they work perfect on my AFR's
#12
TECH Fanatic
iTrader: (1)
Originally Posted by ccajun4real
He says the valve angle allows more ptvc which will allow me to use a larger cam without flycutting the pistons thereby providing more power.
Any opinions, facts, etc is highly appreciated. I want a cam in the 232/236 .60/.605 112 LSA range.
Any opinions, facts, etc is highly appreciated. I want a cam in the 232/236 .60/.605 112 LSA range.
Get them milled to 59cc, run a .040 thick gasket. That should get you 11.83 SCR and 8.79 DCR, according to PianoProdigy's DCR Calc in my sig. You should have excellent drivability and no worrys of detonation at all with the tight quench.
Good Luck!