Steve in Seattle:

1) At this point, We are only going to include ARP 3/8" rocker studs.

2) We include the pushrod guideplates with the heads.

3) We use Crower Cams # 68390-3 dual springs, Here's the specs:
1.460" diameter
125lbs seat psi @ 1.780" installed height
375lbs open psi @ 1.180 compressed height
420lbs / inch spring rate
.600" maximum lift capability

4) We do not use cheap valves in any of our heads, They ALL use high quality Ferrea valves. This particular head uses .050" longer than stock 6000 series valves.

 

Very cool... even the assembled heads look to be a great deal.

Ferrara 6000 series? very nice.

These are honestly looking like a perfect choice for a stroker, and even more so with a porting job. Hmmm.... might have to rethink my stroker plans.

Thanks for the info Arnie!


(BTW, I didn't mean to imply anything by the term "cheaper" beyond the cost of the valves. I'm just getting a little particular on my build-up and were trying to decide between Manley Race-flo and Ferrara 6000s... the assembled price is looking better and better )

 

I would be curious to know what made you guys stop making those canted valve small block heads?

 

Using this calculator http://www.gafba.com/calculators/cmpratio.asp?mode=ntr it shows stock compression at 10.9 I thought 10.5 was stock, someone will be able to clear this up, anway I plugged in the 64 cc and I got 9.7 compression. So it will reduce compressin by more than a full point. Are there thicker gaskets to reduce the compression even more or are the stock ones the thickest made?

 

The LT1 is 10.4:1 compression. The LT4 is 10.8:1 or 10.9:1 compression. I sure there are thicker gaskets, but these heads were meant to be used with blower pistons to help get the compression below 9:1, especially on 383/396 combos.

 

So if compression is lowered down to about 9.1 and with my cam 224/236 114 LSA and other mods in sig, how will the car drive, will I see any improvements without a supercharger. I can afford these heads pretty quickly but the charger will take another year and I don't want to drive a slug around with poor drivability and no gain in power. Would I be better off installing heads and charger at the same time or just throw them heads on and go.

 

You'll lose 4 to 5% for every point of compression you drop (running NA, of course). So that's around 40 horse on a heads/cam car!

 

I drove a 8.3:1 c/r 383 LT1 with a 225/234.9 114lsa cam and well ported stock heads for 6+ months with no blower and it was fine. Not real fast but it was fine to drive every day.

 

Ken, Any plans to purchase another F-body?

 

I bought a 96 TA a few weeks ago, and am really tempted to go nuts on it, but i'm usuing some will power and not doing that and saving for better investments...

 

I am really interestead in these TFS heads, as of yesterday (monday) me and my engine builder are in the process of building a 396 LT1 stroker with an Eagle 4340 3.875 crank, SRP forged 12.2 to 1 w/ a 58cc head but i will be decking the block for more CR and if i go with these heads i might have them milled a little also for more CR just will have to wait and see. I have now a set of stock LT1 castings ported by Lloyd in Dallas the flow sheet said 282cfm @ .600lft but i have heard rummors about his flow numbers on his heads because that seems really high for a set of stock LT1 castings but they do have 2.02/1.60 valves. And i just got thru talking to Brian Herter @ www.pcmforless.com he told me his thoughts about using my stock LT1 castings and a Comp 306 cam in my 396 and he said i will pushing 400rwhp thats it. and if i got to a LT4 or AFR or even these TFS heads that 425 to 450 rwhp is not out of the question even with the 306 cam but if i go to a bigger hyd roller than the 306 i can see alittle more HP 10 or 15 just because the heads will support the bigger cam. But i guess the ultimate set up will be a .600+ lift solid roller set up with a real nice CNC ported LT4's or AFR's and now even the TFS heads.

In conclusion if i can sell my stock LT1 cating heads ported by Lloyd Elliot that flowed 282cfm w/ 2.02/1.60 Pro Manley valves, and Crane Dual springs i will buy a bare set of the TFS heads from Summit and have a set of 2.05/1.60 vlaves and have them CNC ported or hand ported so i can really make the power i want with the 396. But if i caint sell the heads i will run my LT1 heads and the 306 cam and make 400rwhp i hope.

 

What makes these heads optimal for forced induction only besides the 61cc chambers. That could just be milled down to 54cc chambers right? What would be the withdrawls of using these heads on a n/a application?

 

downside? C/R

These heads looks good for boost/nitrous (high combustion chamber pressures) due to the thicker combustion chamber roof, and larger compression chamber.

If you're rebuilding the engine, increasing the displacement, these also seem to be the ticket for a 0-decked block. The benfit for a stroker even grows more when you notice the 2.05" intake valve fitment, and the 250cfm float rate as cast. (LT1 heads flow ~215cfm as cast for comparison)... and these can apparently be ported more as well.

only down side would be for stock bottom-end blocks with no boost or HEAVY nitrous intentions. (and I don't know how much MORE nitrous the stock bottom end could possibly take without needing new pistons... stock headed ones can usually handle 150 shots without problems).

These heads really look like they're intended for engine build-ups... not as a "bolt on" for the stock bottom end.

 

The same thing I keep seeing on this thread is that these heads would be great for a stroker. In my opinion, that is way off base. 250cfm is not nearly enough to properly feed a 383/396. If you have to invest porting into a brand new set of Trick Flows, you'd be much better off to just ante up for a set of AFR 210/220s that will flow 40 cfm more right off the bat. A little clean up work will yield over 300 cfm. Plus you can get your choice of combustion chamber volumes, so you don't lose any static compression ratio.

 

ttt