After reading the AFR thread and some others, I just have to ask the question what is the best LT1 head?
I believe AFR requires the use of an LT4 intake (A. is that true and B. does that mean AFR doesn't have an LT1 head)?

I'm happy with my 12.1:1 compression AI headed, ported intake, AI custom cam C4, but its almost time to build up my IMPY SS and I'm open minded, and I'd go to someone other than Ron and Phil if there is a better, quality, reliable, LT combo for the money. However, imo AI will be hard to beat.

So to reiterate what’s the best LT1 head and why (proof). (use modified C4 daily driven street car with headers, 3500 stall gears etc, that has to beat modified FI Fords

 

A. NOT TRUE. The 195 Competition Port Elims will bolt right up and the ports line up almost perfectly with the LT1 intake (which is just a smaller port but will port match easily). If you use a stock LT1 gasket your going to have to trim it about .060 on the roof. They will also fit the LT4 intake manifold fine.

B. Answered in A. The 180 also bolts right up.

As for the best head. It all depends on what your trying to accomplish. If all out HP is the goal (and damn driveability) ALMOST nothing out there can touch the potential that lies in a big LTX with a set of AFR 215 Raised Runner heads.

You could convert a set of rolled deck heads to fit the LTX but that is the only way your going to out run them.

Under the 215 RR's are the 227 and 210 Elims which can be matched and sometimes exceeded a bit (if his claims are true) by the hand ported Darts that another engine builder here sells. TFS has a 195cc 23 degree LTX head that has some real potential fully ported as well. Canfield did at one time too.... All of these heads are capable of using the standard LT4 intake manifold, but at the HP levels you could make with them IMO you should be running a converted single plane.

Not everybody needs to make 600+ HP which all the above heads are capable of doing even in streetable trim. For them the AFR 180/195's, AI/LPE/Elliot/ect ported stock heads will do the do the job. Depends on their HP goals and money. The answer is it could be any of the above.
Will

 

Do you have any pics?

I'd really like to use my LT1 intake

 

The honest answer is that if you're using any of the decent quality heads, a head alone is not going change your times all that much in either direction, IMO.

If AI works for you, stick with it.

As far as proof, good luck I don't think you're going to find anything more than theory.

Get off the internet and talk to engine builders who have done this for a decade or so...see what they say and do some research away from this forum. Just my .02

 

Brian,
Here is the pic from Nolands engine thread.

This is a Fel Pro stock replacement LT1 gasket (PN1284) up to his AFR 195 Comp Ports . I actually used this Fel Pro LT1 gasket (added just <.060 to the roof) to port match his LT4 intake and when we put it on the motor the port alignment was perfect.




We then put the GM "LT4 Off Road" gasket (777) up to them to show the difference.



Now in the end since Noland had an LT4 intake which has more sealing surface above the intake port I just used the GM LT4 777 gasket for assy. It expidited assy (no gasket trimming) and Noland didn't seem to keen on me taking a pocket knife to his brand new gaskets if I didn't have to...

Another option is SCE, which has a few different LTX gaskets (that have different port heights) and you could get one that didn't require any trimming on the 195's. I had to go with SCE intake gaskets on my 210's.

Reguardless LT1 intake and gaskets on the 195 Comp Ports is easily done.
Will

 

Ah, that's right the AFR get more flow with a smaller port.

 

I like my LT1 intake too; however, I'm sure your's is way cooler.




Do they really get more flow from smaller ports?

 

I have a question and a comment (see the red)
Once again here's what I'm trying to accomplish

 

AI works for me but if there is a proven higher quality option that is a better bang for the buck, I'm open minded enough to give it a try. I'm not even stuck on NA options, I've been looking into the TT options for my 95 Impy SS.

 

The nice thing about AI and LE guys is you get a proven PACKAGE and man to man (or woman) advice from the pros with customs cams set ups.

I don't see AFR recommending cam profiles and setups for our various different engines, strokes, gearing, intakes, torque converters. You get all of this flow from an AFR head, but possibly mismatched parts.

Answer me that~!

 

This was going to be my next question. Again, we understand the automatic cars require a more matched cam & converter. But as far as 6-speed cars with a 4:10 gear..... Maybe compression & tuning is the limiting factor?

 

I don't know how "fast" the Ford guys in your area are.

Different people have different ideas as to what constitutes a "fast car".

If your getting out run, Give me some idea of how fast they are running and I can tell you what it will take to out run them.

With what you have now you should be able to break the mid 11's and 118-120mph in the 1/4.
Will

 

It all has to do with the shape.

 

I've talked to Tony about doing a custom cam for my blower motor.

He's on the other thread right now.

He even left his phone #.

 

I'm not getting outrun by people I care about.. yet
But then again, I haven't bumped into my neighbor's Ford GT yet! I live in a tough neighbor hood,
I probably will be building up my Impala SS soon. I would like to keep it LT1 powered but it seems like LSX if the way to go. I was just looking for options......

 

OK, you were being serious ....sometimes I have trouble with context on web forums.



Mike

 

I think the AFR comp ported 195's would be good, with the heavier car, the small runner size and velocity will be even more important.