New AFR 235 cc heads
01-29-2008, 02:22 PM
#21
My AFR 205s are still kicking azz!
02-01-2008, 09:02 PM
#22
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Anybody wanna buy a set of AFR 225s?? Milled to 65cc with upgraded springs? 12 passes, 50 street miles, freshly inspected and cleaned, perfect condition!! lol
02-29-2008, 12:04 PM
#26
Last I heard, Tony had gotten some incredible flow numbers with relatively small valves. Now I believe he's trying some larger valves to see if there's any additional flow gains remaining.
__________________
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
02-29-2008, 04:04 PM
#28
I actually heard that the heads were so good, it is like putting a supercharger on your car 
Patience fellas...patience. Knowing Tony's attention to detail, these are gonna take a while to get to market, but will be awesome. I've got my sights set on these for a future build if all goes well...
Patience fellas...patience. Knowing Tony's attention to detail, these are gonna take a while to get to market, but will be awesome. I've got my sights set on these for a future build if all goes well...
02-29-2008, 09:07 PM
#29
Guys,
Quick update....I have been able to put a little more time in this project but anyone who really knows me and my functions at AFR also know I tend to get pulled in five different directions.
Bottom line is I am trying to design a take no prisoners cathedral design thats still a direct factory replacement head (everything in the stock location so it bolts on as easy as a 205 or 225). Im also trying to incorporate larger spring pads for a 1.550 spring and pushrod tubes large enough to clear a 3/8 pushrod right out of the box (can you say very solid roller friendly). Incoprporating all that criteria in this new piece and looking for notable improvements over the 225 (a solid performer in its own right) has been a challenge but Ive already made good progress.
In fact I'm very satisfied with my current airflow curve (its met my projections or should I say what I had reasonably hoped for) but greed has gotten the best of me and Im looking for more. That means a potentially better product when Im done (good news)....slightly longer lead time (bad news).
Let me say this to possibly scare some of you away....unless your building a fairly aggressive 402/408 combo or larger, stick with the 225's....IMO the cross sectional area is perfect for that displacement. Stepping up to more displacement with a larger bore is really where these heads will shine. A 4" bore will be the absolute minimum and a 4.060 and larger bore is recommended. The sweetspot for this head would be a 4.125 - 4.165 bore, especially when coupled with a 4" or 4.125 stroke. A large bore short stroke combo could benefit from these heads if it were an aggressive solid roller build that could take advantage of tha larger cross section and airflow by making up for its lack of displacement with RPM's.
I still hope to have the prototype design finished in the next month or so and Im already kicking myself for mentioning them as early as I did....the bottom line is the good news about my candor on a few select websites is that it gives you guys an inside track on some of the developments internally at AFR....the bad news is completing these developments when your so busy with the day to day operation of a company (and all the curveballs occasionally thrown your way) is a challenge.
If its any consolation my own personal project awaits these cylinder heads so nobody wants them finished quite as much as I (and I'm super excited about testing them on the dyno)....definately a feather in the cap for others possibly waiting in a line that starts here....LOL
Thanks,
Tony
Quick update....I have been able to put a little more time in this project but anyone who really knows me and my functions at AFR also know I tend to get pulled in five different directions.
Bottom line is I am trying to design a take no prisoners cathedral design thats still a direct factory replacement head (everything in the stock location so it bolts on as easy as a 205 or 225). Im also trying to incorporate larger spring pads for a 1.550 spring and pushrod tubes large enough to clear a 3/8 pushrod right out of the box (can you say very solid roller friendly). Incoprporating all that criteria in this new piece and looking for notable improvements over the 225 (a solid performer in its own right) has been a challenge but Ive already made good progress.
In fact I'm very satisfied with my current airflow curve (its met my projections or should I say what I had reasonably hoped for) but greed has gotten the best of me and Im looking for more. That means a potentially better product when Im done (good news)....slightly longer lead time (bad news).
Let me say this to possibly scare some of you away....unless your building a fairly aggressive 402/408 combo or larger, stick with the 225's....IMO the cross sectional area is perfect for that displacement. Stepping up to more displacement with a larger bore is really where these heads will shine. A 4" bore will be the absolute minimum and a 4.060 and larger bore is recommended. The sweetspot for this head would be a 4.125 - 4.165 bore, especially when coupled with a 4" or 4.125 stroke. A large bore short stroke combo could benefit from these heads if it were an aggressive solid roller build that could take advantage of tha larger cross section and airflow by making up for its lack of displacement with RPM's.
I still hope to have the prototype design finished in the next month or so and Im already kicking myself for mentioning them as early as I did....the bottom line is the good news about my candor on a few select websites is that it gives you guys an inside track on some of the developments internally at AFR....the bad news is completing these developments when your so busy with the day to day operation of a company (and all the curveballs occasionally thrown your way) is a challenge.
If its any consolation my own personal project awaits these cylinder heads so nobody wants them finished quite as much as I (and I'm super excited about testing them on the dyno)....definately a feather in the cap for others possibly waiting in a line that starts here....LOL
Thanks,
Tony
03-21-2008, 06:50 AM
#31
Guys,
Quick update....I have been able to put a little more time in this project but anyone who really knows me and my functions at AFR also know I tend to get pulled in five different directions.
Bottom line is I am trying to design a take no prisoners cathedral design thats still a direct factory replacement head (everything in the stock location so it bolts on as easy as a 205 or 225). Im also trying to incorporate larger spring pads for a 1.550 spring and pushrod tubes large enough to clear a 3/8 pushrod right out of the box (can you say very solid roller friendly). Incoprporating all that criteria in this new piece and looking for notable improvements over the 225 (a solid performer in its own right) has been a challenge but Ive already made good progress.
In fact I'm very satisfied with my current airflow curve (its met my projections or should I say what I had reasonably hoped for) but greed has gotten the best of me and Im looking for more. That means a potentially better product when Im done (good news)....slightly longer lead time (bad news).
Let me say this to possibly scare some of you away....unless your building a fairly aggressive 402/408 combo or larger, stick with the 225's....IMO the cross sectional area is perfect for that displacement. Stepping up to more displacement with a larger bore is really where these heads will shine. A 4" bore will be the absolute minimum and a 4.060 and larger bore is recommended. The sweetspot for this head would be a 4.125 - 4.165 bore, especially when coupled with a 4" or 4.125 stroke. A large bore short stroke combo could benefit from these heads if it were an aggressive solid roller build that could take advantage of tha larger cross section and airflow by making up for its lack of displacement with RPM's.
I still hope to have the prototype design finished in the next month or so and Im already kicking myself for mentioning them as early as I did....the bottom line is the good news about my candor on a few select websites is that it gives you guys an inside track on some of the developments internally at AFR....the bad news is completing these developments when your so busy with the day to day operation of a company (and all the curveballs occasionally thrown your way) is a challenge.
If its any consolation my own personal project awaits these cylinder heads so nobody wants them finished quite as much as I (and I'm super excited about testing them on the dyno)....definately a feather in the cap for others possibly waiting in a line that starts here....LOL
Thanks,
Tony
Quick update....I have been able to put a little more time in this project but anyone who really knows me and my functions at AFR also know I tend to get pulled in five different directions.
Bottom line is I am trying to design a take no prisoners cathedral design thats still a direct factory replacement head (everything in the stock location so it bolts on as easy as a 205 or 225). Im also trying to incorporate larger spring pads for a 1.550 spring and pushrod tubes large enough to clear a 3/8 pushrod right out of the box (can you say very solid roller friendly). Incoprporating all that criteria in this new piece and looking for notable improvements over the 225 (a solid performer in its own right) has been a challenge but Ive already made good progress.
In fact I'm very satisfied with my current airflow curve (its met my projections or should I say what I had reasonably hoped for) but greed has gotten the best of me and Im looking for more. That means a potentially better product when Im done (good news)....slightly longer lead time (bad news).
Let me say this to possibly scare some of you away....unless your building a fairly aggressive 402/408 combo or larger, stick with the 225's....IMO the cross sectional area is perfect for that displacement. Stepping up to more displacement with a larger bore is really where these heads will shine. A 4" bore will be the absolute minimum and a 4.060 and larger bore is recommended. The sweetspot for this head would be a 4.125 - 4.165 bore, especially when coupled with a 4" or 4.125 stroke. A large bore short stroke combo could benefit from these heads if it were an aggressive solid roller build that could take advantage of tha larger cross section and airflow by making up for its lack of displacement with RPM's.
I still hope to have the prototype design finished in the next month or so and Im already kicking myself for mentioning them as early as I did....the bottom line is the good news about my candor on a few select websites is that it gives you guys an inside track on some of the developments internally at AFR....the bad news is completing these developments when your so busy with the day to day operation of a company (and all the curveballs occasionally thrown your way) is a challenge.
If its any consolation my own personal project awaits these cylinder heads so nobody wants them finished quite as much as I (and I'm super excited about testing them on the dyno)....definately a feather in the cap for others possibly waiting in a line that starts here....LOL
Thanks,
Tony
So here is the million dollar question, Tony. Since this is the same casting as the 225's, would you be able to throw an existing 225 on your cnc machine and turn it into a 235 when all is said and done? I imagine that a few people are holding out on purchasing heads until these come out. I think that if they knew that if they bought the 225's today and they could get them reworked once your done at a slightly higher overall cost, you may sell a few more sets heads today which is not a bad thing in this shitty economy.
CJ is one of 3 local guys that I have steered in this direction. I'll expect some free stuff. Do you guys have 3XL T-shirts?
