The problem I mentioned above about the LT1 castings being RPM limited was in reference to strokers. The same LT1 head that makes peak HP at 6000 RPM on a 383 can make peak HP at 6600 RPM on a 355. The extra cubes just like more head than the LT1 can deliver.

93 4mula,

Your heads are completed, just waiting for the intake valves.

 

So would you recomend some LE3 trick flow heads? Should I ditch the 190's youre porting now and get some trick flows?

 

Just some applicable notes he posted on the Impala board.
This is with an electric waterpump and Clear Image Tri-Y headers :eek : , but those are all wrong for a high HP stroker right . Testing has pretty well shown those are the best header avaialbe for the b-body, chassis design gets in the way of header design so all the theory on 4into1s being best goes out the window when you can get the proper length primaries and such to fit.
I know that guy would like to develope Tri-Ys for the f-body but has found almost nobody even receptive to the idea . Again we are talking what actually fits in a car, which is different than a header designed purely for max power. These also go in as easily as the manifolds come out 3/8" flanges, 14 gauge tubing, and hookup pipes or cats to connect to a stock location catback with zero mods.

 

 

Honda Hunter (this is Ray, right?),

the AFR 190 heads that you sent are opened up as much as the TFS heads in these critical areas and will handle the same RPM as the TFS heads. Your 190's come with some smaller intake valve seats and we could only use a 2.055 valve as opposed to the 2.08's we can use in some AFR 210's or TFS heads. The 2.08's allow a lil bigger venturi and a few more CFM but the most critical area in the head can be opened up just as large on the 190's. You are fine.

When I refered to "LT1 castings", I really meant the stock GM LT1 castings that cam on the cars. The LT4's, AFR's and TFS heads all have the material to be opened up to feed a stroker.

By the way, your heads are completed and so is the black powder coated LT4 intake. I emailed you but it bounced back and said "email delivery failure" or something like that. I tried a few times and the same result. I have had this happen several times lately, ever since the virus stuff was floating around about a month back. I just have to wait for people to email again and try again. I can usually forward my original response and it will work then.

Congrats on the #'s Ken. It looks like mt E.T. estimates were pretty close too.

Lloyd Elliott
972-617-5671
Eportworks.com

 

What have you been doing the last couple of months Lloyd?? Where are you finding this extra power in the heads? Whatever your doing keep it up I like that your still looking for power for us old lt1's.
-brandon

 

Yea and you better not get bored with porting heads by the time im ready to send mine in!!!!!

 

Yup this is Ray. P.M sent

 

So um....corrected or uncorrected....?

 

well, it is actually removing a lil less overall material. A lil less in some places, a lil more in others, LOL. The ports are just shaped a lil different but still about 205 cc. Just very critical to make things shaped a certain way and VERY specific measurements in certain areas. It takes me a few more hours on each set but the end product is better as you can see.

I will probably end up having to go up $100 on my LE2 and LE3 heads and packages to justify the hours worked but the customers are getting a better product and I am sure understand.

Lloyd Elliott
972-617-5671
Epoerworks.com

 

I just found out this is with 1 5/8 Tri Y headers and a 52 MM TB.

He is getting some 1 3/4 quads and a 58 MM TB soon.

Lloyd Elliott
972-617-5671
Eportworks.com

 

I purchased my headers from Stan's headers, i got my intake from Clear Image but Dan couldnt beat the price that Stan was asking for the same header(chrome).

 

http://clearimageautomotive.com/Prod...haust/TriY.htm

Here are the headers. Really brings everything everyone thinks they know about headers into question.
Like I said a few posts up header theory ignores fitment the chassis might cause the ideal header to not fit and therefore the "wrong" design is the best you can do.

One of the Impala guys did some serious testing of all that companies header offerings comparing them to 1 3/4" SLP shorties on his fairly aggressive stock bottom heads/cam plus nitrous car he expected the 4into1s to be best but even his testing showed that even on spray the Tri-Ys were best. The Quads did offer power gains at higher rpms but to have them offset the losses down low he had to rev beyond 6800rpms. The car that testing was done on has now changed hands but is still raced and recently went 10s on a stock bottomend look here http://dan.esteban.com/impalass/ReturnTopET.asp number 14, iron heads, tri-Ys, just 224 intake duration, two stages of spray.

 

Didn't you follow that whole thing years ago Dan approached Stan about building b-body headers Stan made Dan pay for the R&D and now that Dan has taken over production and sales have taken off Stan started selling headers off of fixtures he has no right to use because he made Dan pay for their construction. You used a dirty crook, and once you option them up to the level Dan sells them at they are not that much cheaper. Once the SS forum is back up I can post a link.

This would be like someone buying Lloyds heads digitizing them and offering them CNCed it would be stealing from Lloyd.

 

I would think the 1 3/4 headers wopuld benefit a car with gear and stall. The amount of HP you make will detremine how muych flow the exhaust needs and the average 350 in an Impala doesn't need a header like this since they do not usually have these kinda heads/cam and/or make this much power.

Depends on where you want the TQ and what you are willing to trade. Enough gear and stall with track times in mind will be better with the bigger header. I do not claim to know everything about headers and there are exceptions but someone would have to show me for me to change my mind. I do have an open mind and realize that there is more to headers than I can grasp as there is more to heads than most people realize. I would just have to see a comparison at the track (not on a dyno) to believe the 1 5/8's Tri Y's are the best choice for THIS car with THIS gear and stall and with THIS head and cam package. As I mentioned, I am willing to learn if someone can show me, I just have not seen anything that would make me believe otherwise.

for anyone wandering, if you try to digitize and CNC my heads, you will be welding up about 90% of the heads. Every casting is a lil different (core shift, how well it is centered, etc,) and you can't account for this on a CNC. You would have to keep things on "safe" mode to keep from wleding them up. CNC is used to eliminate man hours and save $$$. Once you start welding and repairing the heads, it makes this process more expensive than hand porting.

Lloyd Elliott
972-617-5671
Eportworks.com