Need new heads...Any recommendations?

+1 AFR 185! they made my 351 come to life.

Grn92LX said:

On what?

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I emailed Ed Curtis to ask him about heads for my car and if I build a stroker, what he recommends.

Evening Rob,

I may have a really good deal on some rebuilt AFR heads. I'll let you know what they'll cost once I have them finished up!

I had to replace one intake and one exhaust seat when a valve bent. The chamber got dinged up and had to be welded and reground. New valves, valve guides and valve job. I'll be installing all new springs, locators retainers and locks. They have some port work done to them by the original owner. Basically, they've been raced and damaged. I fix them all the time and then use all new parts in the rebuild. I should have some pictures next week once they're completed.

What heads do you think I should go with between AFR 165/185/TFS TW. Should I change the manifold?

Stock AFR 185 heads and a Holley SM2. I've made 375 RWHP with 306 inch small blocks with those parts!

Ed

What about a stroker - what would you do between a 331 and 347? Who do you like around NJ do build it?

How about Ricky Hawver? RNH Performance. He's on the Corral and Stangnet all the time.

Maybe B&B in NJ?

For a size... to me... a 347 is better than any 331 engine. Even bigger would be great... Depends on the block and what it can take for a bore size.

Ed

95 Bullitt said:

What about a stroker - what would you do between a 331 a

For a size... to me... a 347 is better than any 331 engine. Even bigger would be great... Depends on the block and what it can take for a bore size.

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What about stroke vs rod length?

enyawix said:

What about stroke vs rod length?

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I can post what he said but I posted Ed's answer on another forum and it started a small war..



Just to make this clear.

THIS IS WHAT ED SAID - NOT ME.











~~ Rod ratio = eight rods per crankshaft... Rod ratio is nothing but BS and internet neophites trying to sound important.

Same with rod angularity, piston compression heights and any other BS some idiot wants to say. Ask how many engines these people actually built. It'll bring out the truth.

Ask internet know it all's what rod angularity is on a big block Chevrolet? A 454 in particular. Also the 400 small block Chevy. A 3.75 stroke and a 5.535 rod! When a small block ford cracks, it's in between the main saddles and the cam bores. They are weak in that spot whether there's a 2.890 stroke or a 3.500 stroke crank in there. Mostly from detonation and not rod angularity. Some people are just so intrigued by internet rhetoric with absolutely no practical knowledge....

I built a few 358 inch small block Ford stroker engines with reground, cast iron 351C (3.48 stroke) cranks from CHP and their H beam 5.500 rods. All in stock blocks. Shifting at 6000 RPM and they'll run forever!

One of the combinations from a while ago was street racing and toasted a DSS built, long rod 306 with an S-Trim! It consistently ran 11.00s at the track, all shifting the C4 at 6000 RPM.

Imagine that.

Ed

Listen to Ed, without a doubt. It is good you are getting in touch with a custom cam grinder.

There spoken words overcome all. They will tell you what works and what will not work.

Foxfan88 said:

what are you meaning exactly when you say inline?
my TWs valve are not all lined up like most heads, you look down the head and the valves are not straight, they zig zag...
i dont know if you are meaning something else when you say inline?

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I think there is a huge disconnect in what people consider inline. Some people say it is the valves all in a nice line when you are looking at the tips above the springs. You could run a straight edge along the sides of the valves and they would all touch the straight edge. TW heads don't do that.

Other says that it is the valve angle in the head. Which supposedly the TW has the same valve angle intake and exhaust, it's just that the intake valve is rotated up. I happen to disagree with this since my TW have different valve angles, but they are an older set, I don't know if that makes a difference.

So what is it? Can we define inline?

Fast63 said:

I think there is a huge disconnect in what people consider inline. Some people say it is the valves all in a nice line when you are looking at the tips above the springs. You could run a straight edge along the sides of the valves and they would all touch the straight edge. TW heads don't do that.

Other says that it is the valve angle in the head. Which supposedly the TW has the same valve angle intake and exhaust, it's just that the intake valve is rotated up. I happen to disagree with this since my TW have different valve angles, but they are an older set, I don't know if that makes a difference.

So what is it? Can we define inline?

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It is in the eyes of the beholder.

One person describes what inline is, they follow it. Another person describes what inline is, and they follow that person.

TOEmato...TUHmaTOE...

TFS Hi-ports old style 210cc race heads for a blower/turbo app.

here's the ad and pics.

http://classifieds.stangnet.com/showproduct.php?product=51765&cat=3&date=1149232714

Fast63 said:

I think there is a huge disconnect in what people consider inline. Some people say it is the valves all in a nice line when you are looking at the tips above the springs. You could run a straight edge along the sides of the valves and they would all touch the straight edge. TW heads don't do that.

Other says that it is the valve angle in the head. Which supposedly the TW has the same valve angle intake and exhaust, it's just that the intake valve is rotated up. I happen to disagree with this since my TW have different valve angles, but they are an older set, I don't know if that makes a difference.

So what is it? Can we define inline?

Click to expand...

my TW head valves are not lined up and the valve angles are differenet from the intake to exhaust.. so to me they are not inline.

Fast63 said:

I think there is a huge disconnect in what people consider inline. Some people say it is the valves all in a nice line when you are looking at the tips above the springs. You could run a straight edge along the sides of the valves and they would all touch the straight edge. TW heads don't do that.

Other says that it is the valve angle in the head. Which supposedly the TW has the same valve angle intake and exhaust, it's just that the intake valve is rotated up. I happen to disagree with this since my TW have different valve angles, but they are an older set, I don't know if that makes a difference.

So what is it? Can we define inline?

Click to expand...

TW heads are inline, but at a different angle/valve......... 15° for the intake and 17° for the exhaust. Keep in mind that the angle is of the valve seat to the head deck...... if the valves are inline, when the difference in angles at the CC, is projected to the stem side....... they will not pass the straight edge test..... unless you check the exhaust valves separate from the intake valves.

347HO said:

If you do not get the new version Canfield 195s, IMO you'll be wasting your money. I also know a custom camshaft will give you considerable power gains across the band N/A or on boost.

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(Thats the only face that point up)

But yeah I agree with him I have seen these heads produce crazy power and there great all around. you should consider theses.

Foxfan88 said:

my TW head valves are not lined up and the valve angles are differenet from the intake to exhaust.. so to me they are not inline.

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That is how I currently look at it as well.