I recieved a reply back from Artie a Tech Advisor at Trickflow, and he said he would respond to this thread shortly.

Thanks in advance Artie.

 

Let me shed some light on what this head is all about...

The flow data for this head is the same as the flow data for the standard 23* head. All we did was change the water jacket & some bolt hole locations.

The flow numbers you are seeing are for an "As cast" port, That means there was no bowl blending or short turn rework at all.

Yes, Our LT1 head is a thick casting, The port walls are .250" thick & the deck is .562" thick. (For a point of reference, The stock GM heads have only .160"-.180" port walls & a .400" thick deck surface...At least this is what we saw on the heads we cut up)

Just wanted to mention one other thing about port wall thickness. On ANY 180cc & bigger small Chevy head, the pushrod pinch point area is real thin. Our heads are no different.

Yes, This head has alot of potential:
With a light cleaning up I have seen high 260 cfm's.
With a decent porting, 280 cfm's are not hard.
With a real good port job, I have seen close to 300 cfm's.

Did I mention this head is capable of a 2.05 intake valve with out having to change the valve seats? We have had imput from some of our customers proclaiming 310 cfm's....(This is from the standard 23* head, Again same casting, different water jacket...)

No, This head is not a good choice for your average 128,000 mile Camaro with nothing but a K&N filter and a Flowmaster muffler.

Keep one thing in mind: This head is being marketed as a great choice with blowers, stroker cranks & nitrous. We are not trying to sell this head for stock rebuilds, Do not call me and say what a turd these heads are on your stock engine.

The reason why we did not offer the small 56cc chamber is because right out of the box, as cast, we could not get the head to flow the way we wanted. There is plenty of meat in the deck to mill heads if you so desire...

Now, If you are wanting to build a stock block LT1, supercharged street car, This is your set of heads...and they are only $1,295.00

In a nutshell, These heads flow enough air right out of the box, with out porting, to support up to 500hp.

By the way, Sorry for the slow reponse to this thread, I was out of the office from 12-8 to 1-2 for my Christmas vacation....

If you have any questions, Call me @ 330-630-1555 Ext:6324 or email me directly: akakiou@trickflow.com

 

Was that 500 RWHP or flywheel? Obviously turbo applications would work too. What is the max lift the springs are set to handle? If I remember correctly, there were 3 options. Can you confirm?

 

I should have clarified, 500hp at the flywheel naturally aspirated.

At this point in time we are only offering the head with the 1.460" dual springs. They are good for .600" lift right out of the box...

 

Thanks for the feedback.

 

At least these heads flow better than edelbrocks. The edelbrocks peaked at 230ish at around .500. Do a search, I got the numbers from edelbrock themselves.

 

I'm interested in these heads for forced induction, if I can make my stock block last longer with these heads and a charger I'll be very happy. Does anybody know what the compression would be with stock block after installing these heads. I would hope it would be done to something more reasonable, and some ballpark figures would be nice. Also are the valves that come with these heads the stock size or bigger. I'd like to just switch over my current new valvetrain to the bare heads.

 

I'm interested in these heads for forced induction, if I can make my stock block last longer with these heads and a charger I'll be very happy. Does anybody know what the compression would be with stock block after installing these heads. I would hope it would be done to something more reasonable, and some ballpark figures would be nice. Also are the valves that come with these heads the stock size or bigger. I'd like to just switch over my current new valvetrain to the bare heads.

 

I'm not sure how heads will make your stock bottom-end last longer relative to boost pressure.

 

They will lower the compression ratio due to the larger cc volume which should significantly decrease the chance of the motor detonating.

 

I say, watch out AFR, there's a new kid on the block. And if those flow numbers turn out to be real world accurate with a good port job, they might be in for some real competition if not run out of business (especially at those prices)!!!

 

True, the lower Static Compression Ratio will be lowered (which helps). But you still have issues with crushing a ring land on a hypereutechtic piston which has nothing to do with the heads.

But... while you are doing the heads, do the cam (which really helps). Then you can alter your Dynamic Compression Ratio which will really help you.

It is a package deal. I just didn't want you to think that you can upgrade the heads and run concern free. Of course, you still have the pistons to worry about. But changing the cam when you change your heads is a BIG PLUS.

Is there any way you can do a light polish on the combustion chambers to reduce the sharp edges? If you can't do that, then at the minimum use some steel wool to break the sharp edges which will be hot spots. That will help add resistance to detonation as well...

 

I already have a blower cam, but not sure if my grind will help that static compression, anyway if I put those heads on I would definetly get them cleaned up. The price is so good with them that there is no reason not to, especially considering its a pain to pull heads off when you have hooker longtubes. From looking at my engine looks like all the the bolts are covered by the flange just enough where the headers must come out

 

Based on prelimary data, they look like really good heads. I'd like to see the results from you car.... let us know how they worked if you decide to get them.

 

I'm getting a CC306 cam, what heads do you recommend to get the most power out of the lt1 with this cam ? And what kind of machine work will need to be done ?