I am really happy with my TF 235, mid range torque is exceptional. The numbers below were through a 90/90 intake and 85mm maf without the vacuum pump. AES matched the cam, it is an off the shelf Comp grind 246/246 with 610 lift if I remember correctly.

 

Just to add a couple of comments, you need to consider your crank case ventilation. Car kept blowing rear seals until the vacuum pump went in. I wish I had installed the rear steam vent tube also. These motors can get very hot if you get caught sitting in traffic.

 

On another note Orange Juice, I see you have MWC Fab 9 coupled with a wavetrac.... how is that? Im looking at getting one for my car...

 

Not sure I understand the question, the wavetrac diff seamed like a good option for street, strip. I know longer have to worry about ripping the rear end apart.

 

Those heads also seem like a worthy opponent for the current head choices. Just one more set to the stack I guess, any more input on what they believe would work well?

 

I'm stupid, the rear end is fine. They are noisy, but I don't think you can get away from that if you choose a 9inch. I wish that I had paid the extra to have MWC mount the backing plates. I had no issue but a friend of mine had problems with the work that was done to his. Also lengthen the vent hose.

 

What do you mean noisy, like whiney or clunky when going over bumps? How is the wavetrac on the streets? Ive been trying to decide on an S60 with a true trac or an MWC 9 and a wavetrac, its gonna go into a 400-450 whp 4th gen. i would like it to handle well so im thinking about the watts link as well. it would be around 3000 for the S60 and around 4500 for the 9 with the watts link, but ive heard bad things about the true tracs blowing with hard use from a stick car, i may make a thread about it idk...

 

Back to the og thread, it has come to our attention there are a lot of great options of heads for the motor my friend will have built. We've gotten suggestions of heads ranging from the 245cc-305cc intake runner volume, and i guess the real question is, how do you know when the runners will be too large for your long block/ cubic inches?

 

The wavetrac is much better then the truetrac from what I have read and I have run several 4000 rpm clutch dumps without issue. You don't even notice the difference on the street from the 10 bolt. The wavetrac is guaranteed for life. The noise is just gear whine.

 

Have you been satisfied with the way the MWC rear/ rear suspension/torque arm assembly has responded to street driving? Does any of it ever scrape, looking for car to be an "easy" daily driver

 

Anyone have anything to say about determining what head flow numbers should correspond with however many cubic inches?

 

the only issue is my over the axel pipe, 3" mandrel bent does scrape just see the marks never hear it. Really happy with the mid west chassis set up. The torque arm is an impressive piece. My car just sees the street also and I have spent a lot of time getting rid of clunks that use to make driving not fun. Best mod was a set of air bags in the rear springs (I have Strano's springs) they eliminated all of the hammering that I would get going over bumps.

 

This really depends on goals. If you are along the old school thinking. Treat engines over 410 cubes as a big block. So what size runner did the O.E. use on a hot street big block engines back in the day? What did their race car programs use on the same incarnations of those street engines. If all you car to do is make 500 hp it doesn't really matter at 440cui. But the difference between making 600-800 hp the correct runner/design makes all the difference in the world.

 

^^^ we is just not after high horsepower numbers for the 440ci. We is after a crazy insane torque curve! We want a motor to pull like a train till 7200 rpm or so.

Now let's pretend here for a second.... let's say we have the same car same trans same weight same gears same etc.... but motor. Let's say both cars have a 440ci engines. Both engines been dyno tested at 675 hp.
A: 440ci/ LS3 heads /ported fast 102mm/proper cam
Vs
B: 440ci/ AFR/TFS heads (cathedral) /ported fast 102mm/proper cam?

Now which one would have better drivabilty? A or B?
Now which one would win in a street race from a dig? A or B?

 

Tuskyz28, Easily the aftermarket castings, you could never expect a bone stock square port to outflow an aftermarket cathedral port. Even if it could it couldn't match the torque curve and wouldn't be as fun to drive

 

How often does it scrape? Do you think you could run dual 3's dumped in front of the rear axle? OR would it be possible to run them over the axle? ANd also what do you mean airbags in the springs?

 

I have never heard the pipe scrape just noticed the marks on the pipe. You can probably run duels but will need the modified panhard rod.
This looks like the kit I got.
It sits inside the coil and expanding them increases the spring rate.

 

I was thinking about getting the watts link setup instead of the panhard rod, but whatever works with true duals is what i want to go with.

 

TFS LS3 Heads or LS7 Heads out of the box with corresponding
FAST 102/N/W 102 TB would Anihilate any aftermarket cathedral
On a 440 CI engine (w/ 4.185. Bore) and at 255-260 CC many here
Would think they are to small! Set up and personalized by
Tony,Brian,Chris, or a few others you are looking at 350 CFM @ .500
380+ @ .600 ( enough airflow for 750+HP @ Crank ~ 650 @
wheels with Manual trans and insane torque, TFS Square ports have
Much better exhaust to intake ratios ~ 70+ % compared to ~60+%
For GM castings even after porting. This means a smaller split on
Exhaust cam profile ~ 8-10* as opposed to ~12-16* or more!
This means better street manners, easier to tune and broader torgue
Curve everything else being equal.
Just my .02

 

Search for Rampant, he is installing a MWC Watts link with Kooks true duels. The car has been a long term project but he can give you some knowledge on what he did to get it to work.