TrickFlow GENX 255cc LS3 Heads
05-12-2013, 07:44 PM
#1
TrickFlow GENX 255cc LS3 Heads Anyone run these yet? I can't find any info on them and would love to see them on another build before I pull the trigger.
Looks like the intake runner is a little smaller than stock LS3 heads and it flows quite a bit more. It flows more than the MAST rectangle port heads as well.
Looks like the intake runner is a little smaller than stock LS3 heads and it flows quite a bit more. It flows more than the MAST rectangle port heads as well.
05-12-2013, 09:55 PM
#2
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They just came out I got my pair Friday. The are bare heads 1055 ea. thru Summit, TFS has them for 9 and some change. I got the part# for bare heads when I purchased them because Summit don't even list them as bare. They are pretty much the Top dog for now.Small port and 382 cfm's @ .700 with 4.065 bore. What do think a 4.185 bore would flow like.
05-12-2013, 11:26 PM
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Part#3261B001C01 Bare Ls3 heads. Sorry I'm playin NBA2K online.No time soon I'm in no ruch I'm 36 and my daughter is ready for a car.But my build looks like this:
408 ls
Comp 12.07.1 ..E85 & 93 oct.
Cam: 24? / 25? dur@.050 .66? / 65? LSA ???
TFS LS3 heads with Yella Terra 1.8 Adj. with hollow valves
Vic. Jr. intake ported and carb. pad mod'ed for 4500 TB.
Goal of 650 hp at the crank or more.... and still run A/c..
408 ls
Comp 12.07.1 ..E85 & 93 oct.
Cam: 24? / 25? dur@.050 .66? / 65? LSA ???
TFS LS3 heads with Yella Terra 1.8 Adj. with hollow valves
Vic. Jr. intake ported and carb. pad mod'ed for 4500 TB.
Goal of 650 hp at the crank or more.... and still run A/c..
Last edited by lil john; 05-12-2013 at 11:35 PM.
05-13-2013, 12:22 AM
#7
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I wanted a baby Nascar engine ...650hp or more......I will be getting PAC springs from Mr. Tooley and everything else I will buy from GMPP aka... Valves. Also my setup is running fairly high comp. 12.07.1 to be exact. Setting everything up for E85 fuel. The heads are setup to match my cam by Tick Per. ( Thanks: Martin ) My cam is setup to max at 65 to 6700 rpms and my LSA is also real tight to get low-end response.
Last edited by lil john; 05-13-2013 at 06:34 AM.
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05-14-2013, 08:28 AM
#8
I wanted a baby Nascar engine ...650hp or more......I will be getting PAC springs from Mr. Tooley and everything else I will buy from GMPP aka... Valves. Also my setup is running fairly high comp. 12.07.1 to be exact. Setting everything up for E85 fuel. The heads are setup to match my cam by Tick Per. ( Thanks: Martin ) My cam is setup to max at 65 to 6700 rpms and my LSA is also real tight to get low-end response.
On the note of the new TFS LS3 heads I've also got another customer doing a stock cubic inch set-up with our LS3 Polluter Camshaft and the TFS LS3 heads. Seeing how we made 480rwhp/440rwtq cam only with heavy 20" chrome wheels and that cam, I would have to imagine that the TFS heads are going to be worth 30-40rwhp/20-25rwtq all by themselves. Then take into account that he is adding compression and decreasing quench as well along with a Fast intake and he just might have a 530-550rwhp/470-490rwtq stock bottom end LS3 on our hands!
05-14-2013, 04:32 PM
#9
No problem!!! I just re-did the camshaft profile so that we can take advantage of the flow that those heads past .650" valve lift. Should be a killer set-up!
On the note of the new TFS LS3 heads I've also got another customer doing a stock cubic inch set-up with our LS3 Polluter Camshaft and the TFS LS3 heads. Seeing how we made 480rwhp/440rwtq cam only with heavy 20" chrome wheels and that cam, I would have to imagine that the TFS heads are going to be worth 30-40rwhp/20-25rwtq all by themselves. Then take into account that he is adding compression and decreasing quench as well along with a Fast intake and he just might have a 530-550rwhp/470-490rwtq stock bottom end LS3 on our hands!
On the note of the new TFS LS3 heads I've also got another customer doing a stock cubic inch set-up with our LS3 Polluter Camshaft and the TFS LS3 heads. Seeing how we made 480rwhp/440rwtq cam only with heavy 20" chrome wheels and that cam, I would have to imagine that the TFS heads are going to be worth 30-40rwhp/20-25rwtq all by themselves. Then take into account that he is adding compression and decreasing quench as well along with a Fast intake and he just might have a 530-550rwhp/470-490rwtq stock bottom end LS3 on our hands!
05-14-2013, 06:12 PM
#10
Well the car that made 480rwhp is not the car that is getting the TFS heads. It is a different car that is getting the TFS heads and the LS3 Polluter cam at the same time. It will actually be in a 4th gen so hopefully the drive train loss won't be as high as it is in a 5th gen.
05-14-2013, 06:26 PM
#11
Oh I see. Well I'm in for details and results if you want to post them up here when the time comes.
I'd like to change the heads, intake and cam on my 408 this summer before I buy a nitrous set up. I might give you a call and discuss/order a cam that will fit my overall set up. I'm just interested to see how these heads do
I'd like to change the heads, intake and cam on my 408 this summer before I buy a nitrous set up. I might give you a call and discuss/order a cam that will fit my overall set up. I'm just interested to see how these heads do
05-15-2013, 06:01 AM
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Old cam:24** / 25* dur. at .50 .66* / 65* LSA ***
New cam: 24*/25* .71*"/.70*" 11*+* . hyd.roller
I don't know which one I will be getting next week, I was off on Monday and got Vic Jr. intake. This is the old and new cam Martin at Tick spec'ed for me.
New cam: 24*/25* .71*"/.70*" 11*+* . hyd.roller
I don't know which one I will be getting next week, I was off on Monday and got Vic Jr. intake. This is the old and new cam Martin at Tick spec'ed for me.
05-15-2013, 10:26 AM
#13
Oh I see. Well I'm in for details and results if you want to post them up here when the time comes.
I'd like to change the heads, intake and cam on my 408 this summer before I buy a nitrous set up. I might give you a call and discuss/order a cam that will fit my overall set up. I'm just interested to see how these heads do
I'd like to change the heads, intake and cam on my 408 this summer before I buy a nitrous set up. I might give you a call and discuss/order a cam that will fit my overall set up. I'm just interested to see how these heads do
I'd be more than happy to discuss a new cam for your setup. I think these heads are going to do very very well.
05-15-2013, 12:59 PM
#15
Well the car that made 480rwhp is not the car that is getting the TFS heads. It is a different car that is getting the TFS heads and the LS3 Polluter cam at the same time. It will actually be in a 4th gen so hopefully the drive train loss won't be as high as it is in a 5th gen.
05-15-2013, 05:09 PM
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PAC .700 lift springs and Martin, from Tick sent me some info about the last cam posted.I don't want to check or change springs every 30,000 miles. I'll be getting the smaller cam and PAC. .660 or .675 springs. I got my intake in today. Looks good already, ready for Throttle body and injectors.To the question about cam shaft specs. Some people on this site pay $$$$ for a custom cam & spec's and don't want for someone to build the same setup without paying for custom information or hell what if we race and you know my build from online.Or you can just go get a basic Comp Cam straight from their site.Nothing is wrong with that.
05-16-2013, 04:26 PM
#19
i just bought me some new TF255 heads but decided to part my car out. i am selling them for 2500 shipped. if anyone wants to save about 100 bucks. I was dying to try them out to see what i would have picked up but i needed a new daily. my loss is someone else s gain
05-17-2013, 04:07 PM
#20
Maximum valve lift does NOT tell you how aggressive a cam lobe is!!! By the time the lobe reaches peak lobe lift acceleration and velocity have fallen tremendously! When a car launches off the starting line from a dead stop, acceleration is at it's highest, which is shortly followed by velocity. This is a general rule of physics. This does not change with the valve-train of an engine. The car analogy I used, the car is not at it's highest point of acceleration at the 1/4 mile stripe, so why would a cam lobe?
The highest point of acceleration for the intake or exhaust valve is as soon as it cracks open off it's valve seat. Peak velocity follows peak acceleration. Literally we're talking between .010" and .100" valve lift.....NO where near .700". Also how harshly that valve is jerked off it's seat or how fast it changes directions(open to closed) will factor into how "aggressive" or "mild" a lobe is. Jerk is derived from acceleration and velocity.
When guys say to me, "That's a lot of lift I don't want a lobe that aggressive", it makes me want to pull my hair out! LOL It's just one of those things that enthusiasts have been conditioned to believe over time via the internet.
There are plenty of lobe families out there that have a lot of lobe lift that are very mild. These are the lobes that I would use in a situation like this. Combined with good spring pressure, a stiff thick push rod, good aftermarket lifters and a somewhat lightweight valve train, it can be controlled very easily.