Not Manley valves, they are sourced from a company in Argentina. And according to an old post by Mr. Mamo made to afr specs. Most sbc valves are larger stems. Afr uses an 8mm stem, strictly a custom made part for afr.

 

My sales rep said they use the same parts. But your right, they are 5/16 valve stems instead of 8mm the eliminators use. But they come with Pac springs and ARP studs

 

No, they are not 5/16, they are 8mm stems.
8mm Bead Lock Intake Valve, 2.020" x 5.000" Overall Valve Length AFR part #7257 the springs they come with are afr 8017, good for up to .600 lift, and no more than 230 @ .050 duration hydraulic roller. I just picked up a set for my next build. They look good for the price. Best part is they can be ported down the road and easily support 450-500 hp right out of the box.

 

I am considering these heads, would be very interested on how they perform on your next build.

 

These Enforcer heads are pretty new. I haven't personally checked them out yet. These do use 8mm valves, but the 5.00 length is a little longer on the intake than the 4.900 on the 180 and 195 heads. I knew they had #8017 springs on them. They are a pretty good value for the price

 

I’ll throw this out there, if finding heads becomes a huge PITA you may give Jim a call @TPIS. See what his recommendations are and there’s always the ability to have him CNC the 113’s from your 89 for around $1,500.

 

was browsing lpe site, and they also still do the 113 castings. for guys wanting a period correct nostalgic build, or to duplicate his 50 state emissions legal packages from back in the day its an option if you need to keep your car numbers matching etc. but 1500 for cnc porting an inferior head to flow less than an out of the box 180-195 afr that costs 1900 doesnt make much sense, unless you have emissions testing, and or the need to use a stock head for a certain racing class.

 

113 heads not worth sinking the money into..back then there werent a ton of options. Larger valves, new seats, porting, machine work etc it adds up and you still got an antiquated combustion chamber, port and thinnish deck.
John used the older AFR 190 castings often which ran real well. Those castings were frigging heavy lots of room to grow.
Like the AFR 190 Vortec head would love to see a build with them...would be awesome for something like this
Member here made around 480 to the ground with a 383 super ram combo.
Mike Jones cam, AFR 195 st heads with a little work done to them, intake was maxed out....ran bottom 11s due to traction issues that car was a monster for what it was.
Personally a fan of single pattern cams if one has a nice exhaust system and good flowing port...that crower 221 cam is nice.



Have a set of the same heads (casting anyways) as the Enforcer they are capable of 300 plus cfm with a 2.02 valve....just collecting dust.
AFR uses a ductile iron seat rather than powdered metal and of course as mentioned hardware. Their flow #s are probably on their site. Id guess 250-260

Lots of ways to skin the cat...not starting a debate but sold on a steel core rather than iron.
. Anti fast ramp guy here...some love em others not so much. Bitten a few times by them, not for me.
Different strokes. Be weary of cheapy aluminum heads online there are lots of foundries and god only knows what they are pumping out. Zillion different brands for the same head with crap hardware.
Think the 195 st head would work good for you.

 

Im running a blueprint BP3834 385 short block with afr street eliminator (#1040) 64cc chamber 10.3:1 scr miniram w accel 58mm t/body, Jones ehr 71360-72360 110 lsa (276/280 advertised, 228/232@50 .576/.576 110 lsa, 107 icl) genuine gm 12499225 lifters. 5/16 7.100 .080 wall pushrods. scorpion racing products endurance shaft rockers. super comp headers w/stock 92-96 catback exhaust. Holley HP dual sync and 36pph injectors. Anyway, based on some data logs of a/f ratio, total pph of fuel flow, map readings etc it's safe to say it's making an easy 375-400 rwhp totally changed the characteristics of the car. Anything more than 35% throttle in first gear with Conti extreme contact sport plus aired down to 25 psi just blows off the tires and it instantly bounces off the 6250 rev limiter. It runs fine on 93 octane, no detonation, still tuning and learning, have kept commanded afr rich and stayed very conservative with timing. A super ram or first tpi would add 25+ tq from idle to 4000, but would lose some peak HP. With the zf trans d44 w/3.45 gears and ram flywheel it's a beast, way more power than can be used on the street. I need a set of drag radials. But it's fun destroying the 275/40zr17 contis for now. Anyway, going from stock engine to this totally changed the car. It's no longer something I can just let my lady run to the store in, don't get so caught up in a hp number. 400-450 fwhp is a lot, and will bring many smiles per gallon. You can duplicate what I have cheaper, buy the blueprint 435 hp crate engine, put your intake exhaust on it and have it tuned. Probably cost half what I spent and give you close to the same performance.