afr heads
02-08-2008, 02:44 PM
#21
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Flow #s dont mean much , alot has to do with turbulance. I called AI and they say that for the lt1, trick flows have had great results. The only way to compare head flow #s is if the heads are flowed on the same flow bench the same way. http://www.notasponsor.html
Last edited by Speed Density; 02-10-2008 at 01:31 PM.
02-09-2008, 08:00 PM
#22
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I was at Rockingham Dragway today and met Phil from Advanced Inductions. They had a 355 Lt1 6 speed camaro down there running its *** off. It ran a 10.80 on motor and the car sounded pretty tame . BTW the guys that run AI are real down to earth people and really seem to know there ****. I will probally have them spec me a cam to put in my new engine since I now have a rod knocking in mine . Bad day at the track.
02-09-2008, 08:30 PM
#23
I wish someone had a bunch of loose cash laying around to put the 3 most popular head choices up against each other. I'd love to find out if these A.I.'s are really as good as you make them sound. Everytime someone has plans that dont involve A.I., you jump in and blast the company they are interested in. But all these people that come to YOU with their problems with other manufacurers heads seem to find GOD when they slap on some A.I.'s. I'm not calling you out, but I hope i win the powerball.
P.S. The reason AFR created the elininator heads was cause their older ones were designed very soon after the release of LT-1 cars way back in late '92. The new eliminators are using LS-1 style valves, springs, and retainers. This is what super chevy has to say about them.
A clean sheet of paper approach to port and combustion chamber designs has boosted efficiency levels dramatically with smaller cross-sectional areas flowing 5-10 percent more across the entire curve for increased airspeed. AFR is the first company to incorporate "Gen III" technology into their 23 product line by fitting them with 8mm valves, and lightweight springs and retainers (a 50-gram weight reduction per valve/spring/retainer assembly), which reduces valve float and improves high-rpm power and reliability.
Sounds like that whole weight reduction thing is a good idea for anyone who wants to spin their motor to 6800 to 7000 r's. Just my .02 -Chris
Oh, heres a link to the article I pulled that clip from: http://www.superchevy.com/technical/..._products.html
P.S. The reason AFR created the elininator heads was cause their older ones were designed very soon after the release of LT-1 cars way back in late '92. The new eliminators are using LS-1 style valves, springs, and retainers. This is what super chevy has to say about them.
A clean sheet of paper approach to port and combustion chamber designs has boosted efficiency levels dramatically with smaller cross-sectional areas flowing 5-10 percent more across the entire curve for increased airspeed. AFR is the first company to incorporate "Gen III" technology into their 23 product line by fitting them with 8mm valves, and lightweight springs and retainers (a 50-gram weight reduction per valve/spring/retainer assembly), which reduces valve float and improves high-rpm power and reliability.
Sounds like that whole weight reduction thing is a good idea for anyone who wants to spin their motor to 6800 to 7000 r's. Just my .02 -Chris
Oh, heres a link to the article I pulled that clip from: http://www.superchevy.com/technical/..._products.html
I did the swap from the most popular online lt1 head porter to AI heads and gained 24rwhp on the dyno with a miss and a ton of other issues that I since then worked out. That's going from a ported intake to a stock one in the process to.
02-09-2008, 09:42 PM
#24
I was at Rockingham Dragway today and met Phil from Advanced Inductions. They had a 355 Lt1 6 speed camaro down there running its *** off. It ran a 10.80 on motor and the car sounded pretty tame . BTW the guys that run AI are real down to earth people and really seem to know there ****. I will probally have them spec me a cam to put in my new engine since I now have a rod knocking in mine . Bad day at the track.
I know what car you speak of and it is their 200cc ported GM castings. Things like this are why I fail to grasp why every kid who dreams of an 11 second car seems to believe he needs aftermarket castings.
02-09-2008, 10:21 PM
#26
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I will be heading to Concord to have my heads checked . Phil said that since they have gotten really hot so many times the heat treating may be screwed up causing the heads to keep pushing water . If they are screwed I may have them do a set of trick flow castings for my new 383.
02-10-2008, 02:47 AM
#28
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Your issues with missfiring have been well documented as well as others with AI products. Im just sick of hearing certain people bad mouthing all but ai stuff. Its agitating.
02-10-2008, 11:18 AM
#30
The sad thing is there isn't very much aftermarket support for lt1's. The average h/c lt1 has gotten noticable slower over the last 5 years which is kind of sad. Now it's perfectly acceptable for a h/c lt1 to be trapping ~115mph and people think they have "good" running cars. I can't think of any other platform where modded cars are running slower than they were 5 years ago.
02-10-2008, 01:03 PM
#31
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The sad thing is there isn't very much aftermarket support for lt1's. The average h/c lt1 has gotten noticable slower over the last 5 years which is kind of sad. Now it's perfectly acceptable for a h/c lt1 to be trapping ~115mph and people think they have "good" running cars. I can't think of any other platform where modded cars are running slower than they were 5 years ago.
02-11-2008, 08:15 AM
#33
Blowers require a little less finesse of the heads than an NA application. Though I still know of a car making over 1000rwhp with GM castings and a turbo so I am thinking finesse may still be a good thing rather than the "big hole" approach most like to take.
