- Exhaust ----Intake

.100----51.7----70.2
.200----111.2---138.6
.300----167.6---201.1
.400----216.3---250.9
.500----248.0---282.5
.550----258.5---294.5
.600----265.6---302.2

how does those numbers look for stage 1.5 5.3 heads milled .015 for 11:1CR

I have a few pics at http://www.slowls1.com/tea.htm but ill have more up asap. I just was wondering if the flow numbers in the .500 and .550 area seem ok?

 

Numbers aren't bad in that range for 1.5's. You would probably get a few more cfm out of the 2.02 valves. The exhaust side seems to be pretty high though. I would have thought that they should have been around 75% of the intake flow not 88%. I am anxious to see how it performs. I would guess a little more HP but a lot less torque on the dyno.

 

Whats the percentage difference from the bench TEA uses and the flowbenches everyone else uses? I remember that they dont use the same bench and theirs reads higher than the SuperFlow (I think thats it).

 

Harold you realllly shoudl have Joe guy flow them for some 3rd party numbers, coiupel guys woudl lie to se what TEAs do on thier bench so he can pick a cam for dem

 

TEA always seems to have some wicked flow numbers, especially on the exhaust side, yet their heads dont dyno any higher than most other heads out there.

No flames towards TEA or anyone running them, but my heads didn't flow anywhere near those on the exhaust side and only a tad lower on the intake side, and I still managed 405.5 RWHP through an A4 with a 228/224 cam through full exhaust AND cats. The guys at Speed Inc were amazed at my numbers considering the rest of my mods.

All I'm saying is that even though their flow numbers look impressive, what really matters is how much power those heads can make.

 

how many times does it have to be said that TEA uses a pipe on the exhaust when they flow them??? Sheeez...

If whoever flowed your heads didn't use a pipe too, then you didn't see those numbers. But, as you said, they are still right there with everyone else at the track, and on the Dyno. Come on guys, we're too smart to get caught up in flow numbers anyway... much much more to the story that a print-out from a flow bench.

 

Obviously over and over and over again because in every TEA thread I see the same questions.

Maybe we should have a sticky post on TEA flowbench testing

 

ive posted about TEA using pipes in every thread I think. Maybe they missed the 40 replies about them using Pipes on the exhaust

I trust Brents work since he knows what I wanted from these heads. Im sure they would flow a little less on a SF bench, but I have good faith in his work. I think ive called and talked to him about 20 times

 

Why do people say that flow numbers arent important?? Then why do you port the heads?? To increase flow... hence... better flow numbers. How else are you going to compare the heads? Then why buy the $3000 GTP heads if the $1200 heads are as good?

 

cause we can sit here and race flow numbers all day. Just like dyno sheets. I give a rats butt about how much power I make as long as she's quicker at the track

TEA's cars are getting the job done on the track

 

It also seems they are making as much power these days as your "you get what you pay for" $3000+ heads. Whose port work is really worth that anyway.

 

Quit posting and get those heads on HD. There are a couple of M6 TEA cars waiting to put the smackdown on your azz.

Bruce

 

There is a huge difference between having a head flow well on a bench, and making power on the dyno and running well at the track. If flow numbers were the absolute determing factor in making power, we would have monster sized ports because it will show you a huge CFM number on the bench. So, should we use those size ports on our motor? The flowbench says we should, but the dyno and timeslips say otherwise.

Basic airflow capabilities should not be the determing factor when choosing cylinder heads. Velocity, cross-sectional area, port volume, port shape,etc. all play a huge role in how the cylinder head will perform on a particular motor. CFM is not everything!

This example comes to mind everytime I see this type of discussion come up. A few months back I installed two sets of heads on two different cars. Both cars were IDENTICAL in terms of headers, y-pipe, cam, intake, year, transmission, drivetrain,etc. You couldn't get two more exact cars. Both cars dynoed right at 383whp/380rwtq the day before swapping the heads. One of the cars got a set of GTP stg 2 5.3l heads and the other got another vendors stage 2 5.3l heads. On the flow bench, the heads flowed within 1-2 cfm of each other across the board. Comb. chamber size was at 59cc on both heads. The GTPs pulled 443rwhp/421rwtq, while the other car pulled a still respectable 413rwhp/396rwtq. Power was nearly identical between the two cars down low, but after 4000rpms, the GTPs started to walk away bad until the 6600 rpm revlimiter.

According to the flow bench, there should have been no difference in these two heads if you relied strictly on flow numbers! The flowbench is an excellent tuning tool, but you should consider many other aspects of the heads before purchasing.

 

June 4th Then ill shoot ya a PM about hitting the dyno up for some tuning. I really dont want to run untill i get this car tuned in good first.

let me get back to sponge bathing my 10bolt

Jason, thanks alot for that info

 

So what should we (the consumer) look at? All we have access to is flow numbers, dyno numbers and track numbers. People say that flow numbers and dyno numbers dont mean squat, but track numbers prove all. Every car is different on the track. Tire, suspension, driver. Track numbers dont prove anything to most of us as we have a street setup. My best is a 11.6 @ 123. I see people turning high 10s with that MPH. Whats the difference?

What do have to use to compare heads?