Hello....

Just wanted to inform everyone that AFR is now taking deposits on our 205's.
We have finally given our foundry the "green light" to proceed with our first production run of castings. It will be a smaller run of around 300 pieces, so be advised we expect to allocate it very quickly. It will be handled on a first come, first served basis. If you are already on our "Pre-Order List", you will be contacted by an AFR Rep and will be part of the first allocation.

WE WILL ONLY BE ACCEPTING DEPOSITS ON 205's WITH THE 66 CC CHAMBER.
(or smaller)

NO DEPOSITS WILL BE TAKEN ON 225's UNTIL WE FINISH DEVELOPING AND PROVING OUT THE PROGRAM.

The larger chamber versions of the 205's won't be ready for 4-8 weeks, unfortunately, and the initial release of the 225's might take almost as long.
I would rather surprise everyone and announce we are taking deposits earlier than we expected than tell everyone 3 weeks and start disappointing people if it requires more time.

We expect to be shipping the better part of our first 205 allocation the end of April and early May. Our next production run from the foundry will be in much greater quantity, so any of you that order early who happen to miss this first run will certainly be taken care of with the next wave of castings.

So as not to confuse anyone, if you had wanted a 205 with smaller than a 66 cc chamber, we can provide that for you by simply milling the cylinder head for the lower chamber volume and additional compression.

Feel free to call AFR and speak with any of our sales techs if you have questions, and/or want to get a pair of heads on order. Thanks again for all your patience and please understand we are working full steam ahead to be able to offer you all of the other LS products we have spoken about in as timely a matter as possible.


Thank you,
The AFR Team

PS Our phone # is (818)890-0616, or check our website @ http://www.airflowresearch.com

 

Will your 205's make more power than my Cartek 2X's? If so, about how much more. I don't care about low rpm. All aftermarket heads outperform the stocks ones. I like top end power.

 

How much money for the 205's and what is included....are the heads ready to bolt on? Do I need springs, retainers, rods, etc.? Thanks!

 

Wait for the 225s. :)

 

TONY: Sorry if I've been under a rock but IM wondering it the 225's will work on a factory short block?? Im interested in high RPM power... Trying the keep the 335's sticking before major power comes on so big/early TQ numbers are not important to me.... Thanks!! :yesnod: :yesnod:

 

As with LS1-TECH, perhaps now is a great time to become a SPONSOR for this forum. You are already taking the time to get the publicity/benefit from it and announcing that you are taking orders.

Not hating, just do the right thing.

 

Tony,

Now that you guys are taking deposits how about summarizing all the information into one new post with all the specs.

 

Uh huh. Thats whats I'm thinking, then I wonder if the oversize port is overkill.
I have a feeling that 225 head might be something to look at. Still skeptical on the 205s.

 

Good Show Tony! Looks like our patience paid off, just like you said. Best,

mtv

 

Thanks MTV....

We appreciate the "good will" and are doing our best to get these heads out into the publics hands. I think everyone will be blown away by the quality of the castings and the quality of the CNC work. I look forward to input from anyone who cares to take the time to write when they finally receive and have the chance to run the new heads.

Listen...I'm sure alot of people might have questions that they might need answers to in a more "timely" fashion. I'm doing my best to keep everyone in the loop as well as answer as many questions as feasibly possible. I just want everyone to know that we encourage you visiting our website as well as taking the time to call AFR personally. Our sales techs have all the information to answer your questions, not to mention I am there for you guys as well and welcome your calls.

Big Ben....if you do a search under AFR I believe I have covered most of the info relating to the heads, but if you need a specific piece of information, feel free to call or post what you need. I feel like I would bore everyone re-hashing most of the info I have spoken about previously.

We have taking quite a number of deposits for the 205's already, and there are quite a few of you waiting for the larger 225's. We still have some 205 castings available from our first production run and we expect to start shipping them to our customers the later part of April and early part of May.

Deposits on 225's will probably start in a month or so, after some additional testing similar to what we recently ran on our 205 product. It will still be a little while till the 225's are shipping, but with casting issues resolved with the 205's, I don't expect any large surprises that might lead to further delays.

That's all for now....will be visiting Andy @ A&A very shortly to quickly baseline my car on another shop's dyno. Should be interesting to see how close it is to the Westech Chassis Dyno in Mira Loma. Not long after I will finally be bolting on a set of 205's with the cam combination we recently ran on the Flywheel dyno....Stay tuned

Regards to all,
Tony M.

 

Will the 225s outperform our current stage 2x ls6 heads?

 

427....

That's kinda a loaded question....Of course I think that they will....LOL

I'm going to be completely straight and share with you how I feel.

At the very least, the new AFR's will perform as well as any of the BEST ported factory heads available, with the added benefit of the higher quality, stronger castings.

And of course the best case scenario is that they will work even better than the results we are accustom to seeing and you still have the better castings...

If you have a heads/cam car that is already putting down a respectable # at the wheel dyno and at the track, will you see a huge difference stepping into the new AFR's?....probably not. Will it pick the car up a bit?.....I'd like to think so, but it will certainly not be as cost effective as buying our heads and bolting them on to a car that still has stock, unported heads.

My best advice to you and anyone else in your position is to sit back and wait for the dust to settle over the next few months....this way you can receive input from alot more people than myself. I've got a hunch at some point in time there will be a set of AFR's bolted between your fenderwells....

Regards,
Tony

 

Excellent answer. I do hope to bolt those 225s on. That sounds like it will be an outstanding head. With a nicely CNC's 225cc port, that should be killer. Do you think that polishing the cnc's swirls out of the head is beneficial or do you consider that part of atomization??

On my wish list:

- Exact Length requirements for new pushrods.
- Ensure the header angle is exactly the same as stock and location.
- Ensure header will seat flat against your head mounting surface. (Note, on an old FORD set of 205's, the Kook's header would not work without me grinding away some of the edge of the head near the valve cover; I have pictures if interested)
- high compression as an option (ie, smaller cc chamber) around 11:1
- specs on general valve clearances on a stock engine
- reasonable price
- Where does the airflow plateau off , 0.550 lift?? (IE, cam selectiond data)
- must be able to mount all of stock accessories.
- intake and header bolt holes w/steel inserts, like helicoils.
- what are stock spring pressures going to be??


I was thinking a solid roller spring set, but the LS6 engine is done w/the oiling system far to early for this type of cam anyway.




[Modified by 427CPE, 7:14 PM 3/24/2004]

 

427CPE, the one thing you might want to know is that the 225s come with 2.08 intake valves which is generally recommended only for big bore motors.

However, I have seen TSP start to see those size valves for 346 motors.

Might want to discuss that with AFR and/or Cartek.

 

Yeah, that kinda concerns me, then again I wonder what port volume these ported LS6s really are? The 225s ~may be overkill port volume--I agree. I'm worried they will peform well, but only at an rpm at which the lifters, cam, oiling system will sign off. Too many of these engines end up with spun rod bearings for me to test the rpm limits.

Ah, the quest for more hp continues... :cheers:

 

Hello again,

I will try and address your "wish list"....I've been busy, sorry for the delay

On my wish list:

- Exact Length requirements for new pushrods.
- Ensure the header angle is exactly the same as stock and location.
- Ensure header will seat flat against your head mounting surface. (Note, on an old FORD set of 205's, the Kook's header would not work without me grinding away some of the edge of the head near the valve cover; I have pictures if interested)
- high compression as an option (ie, smaller cc chamber) around 11:1
- specs on general valve clearances on a stock engine
- reasonable price
- Where does the airflow plateau off , 0.550 lift?? (IE, cam selectiond data)
- must be able to mount all of stock accessories.
- intake and header bolt holes w/steel inserts, like helicoils.
- what are stock spring pressures going to be??


The heads will accept stock length pushrods with the factory rocker set-up. As soon as you switch to an aftermarket set-up it is up to the engine builder to verify that stock length is still correct.

Headers will bolt right up and sit in the exact same position as stock. The geometry of the cylinder head is exactly the same.

Smaller chambers to achieve higher compression ratio's is not a problem. We will be able to provide our customers with anywhere from the mid 50's to the mid/high 70's in chamber volume. Our standard "small bore" chambers will be available in 66 or 76 cc's. Our standard "large bore" chambers will be available in 68 & 78 cc's. From there we can mill to suit accordingly offering everyone alot of flexibility with piston dome volumes and desired compression ratios.

Valve clearances....Assuming you are referencing PTV (piston to valve), this head would have the same requirements as any other small block head destined for use up to the 7000 RPM mark or so. PTV is a figure every engine builder will have his or her opinion on, but I would say you want AT LEAST .070 on the intake side and .090 on the exhaust side. I would consider those figures to be fairly reliable "minimums" that you should try to achieve if you find out that you don't have enough. Once again, these figures are subjective and some engine builders might prefer to see more and some would be OK with a little less. I think you get my point.

While we are on the topic of "subjective", your topic addressing "reasonable price" is on the eyes of the beholder. It's our opinion that the higher quallity castings, superior CNC port design and execution (these heads are an automotive work of art), and the ability to bolt on a higher flowing, more efficient cylinder head which should enhance the overall power curve of you engine substantially, is certainly worth the $2500.00 or so we are asking. Not very long ago (and still some today), aftermarket tuners were getting $3000 or better, plus a core charge, for factory ported castings! I think there is tremendous value in this product and look forward to input from the various tuners and individuals that are purchasing them.

Flow on the 205 will "peak" at .600 lift which is perfect for its intended usage....Flow on the larger 225 will peak somewhere between .600 and .650....once again, perfect for it's intended usage.

Stock accessories shouldn't pose any problems....we copied a factory LS6 head directly when it came to all these critical dimensions.

None of the cylinder heads will be available with helicoils in any of the threads. It is unnecessary and would have simply driven up the costs needlessly.

Lastly, stock spring pressures will be in the mid 130's on the seat and somewhere in the mid to high 300's over the nose (dependant upon total cam lift)


I think this covers most of your concerns...

Thanks,
Tony M.

 

Get it on a dynojet Tony and you might have a customer.

 

Hehe, yeah I will be buying heads for my stroker project in the next few weeks. I don't care as much about how well these perform on smaller h/c applications, what about the big cube guys? Lets see a dyno comparison :yesnod: . I just can't risk 2500 on a unproven product, no disrespect to AFR, I know you guys are probably busting your humps but its a bit irritating when I've been hearing they will be out in a few weeks since back in what, November? I need to finish my project and would love to run these if results are posted soon and I have a realistic release date, otherwise I'll go with something proven. But I do hope these make a big wave in the ls1 community like AFR is hoping :cheers:

 

Under his name it says supporting vendor. Not sure if he just added that or not but he is now :cheers: