NHollyy

1976 Corvette sbc 350, th350 trans

What are your experiences with the AFR 195cc SBC Enforcer Cylinder Heads 1006? I plan on ordering them, as well with Edelbrock 2101 manifold. And if you do recommend them, did you stick with the stock cam, or what cam were you running? Been looking for a good low-end cam that would fit those heads.

Thank you for any advice!

gkull

You need to do some research on AFR engine builds to make wise decisions.

First off that manifold does NOT even come close to matching the head the port sizes. Manifold exit ports are: Port exit dimensions: 1.14" x 1.88" Head port size: 2.110" H x 1.265" W 5/16 Radius

ratflinger

What gkull said. Plus those are big ports if you aren't really doing much else. Might as well get some Edelbrock heads to go with that intake or some Chineseium ones off Ebay. Several have used those successfully, but you can't count on the valve train that comes with them. And for the love of all that is holy do not put an Edelbrock carb on it!

Jebbysan

You couldn't pay me to put a 195cc head on a street 350......

Jebby

brentry

All in the cam/comp /intake
my 2020 5.3 l83 has 248cc heads

Jebbysan

Please don't compare LS EFI specs to Gen 1 carbureted specs.....there is about zero on an engine like that that applies to how I build mine and why they work......first off, your L83 requires no carb signal....secondly, all the velocity is heimholtz tuned in the intake.....thirdly the only reason those ports are so big is to reduce pump losses during cylinder cutout......fourth, compression has zero to do with cylinder heads size......
You are not going to put a 248cc head on a Gen 1 350 and have good results......
And believe me when I tell you I know a little about cams, compression and intakes.....

Jebby

brentry

Why not
It has alot dynamic comp.
you want combustion efficiency down low. Trying to do that with small heads ,small every thing is old dv tech .

brentry

Let's see if I can change you mind Jeb.

STOCK OEM comparison
Old 5.3 with 200cc 706 head vs 248cc headed l83. L83 has more comp and a different cam and variable valve timing. Now the 248cc head makes 6.0 torque on a 5.3. Cam advances some yes, more dynamic and th e L83 has more compression There are plenty of tricks to get more dynamic in old school engines and still make hp. To assume 8.5 dynamic is a golden rule on detno is false

Jebbysan

Now delete the AFM, the VVT and stick a single 4 barrel carb on it and that will become a total turd....
You are not putting VVT on a gen 1 350 so the comparison is paper vaporware....
You are not convincing anything.....the only thing the two engines have in common are the bore spacing.....they go about what they do in two very different ways.....
I don't bench race numbers and don't care about DCR.....
As soon as you stick a carb on a 325ci V8 with 248cc heads....it will be a total turd....

Furthermore....I have built what I am recommending and it makes strong low and midrange torque and revs out to 5700rpm no problem.....

I am not going to engage in an LS argument....
But I will tell you that putting 195cc heads on a 350 inch motor for the street is a mistake....and a very commonly made one.....
****, I have 200cc heads on my own 406.....and it is plenty of head....

Jebby

Stormin_Normin

My advice would be look for a good 180cc head. Brodix, trick flow , etc all make good heads reasonably priced.

ratflinger

retracted as I may have been overly critical

Jebbysan

I think he was/is congenial.....just that Gen 1 engine threads are no place to have LS comparison argument......the design features of the two engine applications are just too far off.......this argument is different though as it is straight up engine theory that is being challenged..

On these LS3 deals, and any other LS engine really......the intake manifold is a HUGE factor......the runners are tuned to build velocity......if you get the air moving fast enough, the head can be a sewer hole and the engine doesn't care.......you can put a one foot long runner, curled up in the valley, and create buttloads of airspeed......this doesn't happen near as well as the 1x4 carb intakes as the design is compromised by where the carb has to be......and the fact that on a carbureted engine, the fuel is dependent on a strong enough vacuum signal to pull fuel from the booster......(it doesn't pull, the atmosphere pushes, but for sake of conversation.....) no signal, no power, no ticky, no washy......so on a carb V8, the velocity is generally sped up in the intake port......and a smaller port will speed up the airflow faster than a larger port......given they have very good flow characteristics.......a 248cc port on a Gen 1 would destroy velocity and would not signal well at all, as we have no long runner curly cue intake for the air to travel through......

This is why I have no desire to build LS stuff either....the mindsets of the customers are completely different.......I can build just about any engine.....but carb stuff is my knowledge base.....so I stay there......it is much more challenging to make good street power with a carb than it is with an LS deal......and to me, old tech is cool.....all you need is one 12v wire and a fuel line......brilliantly simple like a three piece rock band.......

I prefer to be known as Semi-Professional BTW......LOL.......I am just a man in a garage....... I just take what's available and add my spin to it......and anything I recommend I have tried before......

Jebby

gkull

If you know what you are doing and you know that down the line the little 350 motor just doesn't have enough jam and the only thing to try next is just more cubic inches. Then go buy big heads with a matching single plane and some bigger duration roller cam that can do the rpm required for those 195 cc heads potential.

My little hot rodded single plane 355 7200 rpm engine just wasn't good enough in just a few years. So I did a 383 stoker motor with against all advice full race ported 227cc heads after running 100's of man hours on engine simulations software. You can just do an online CFM to HP calculator and if you want 600 hp you have to have heads that flow something just over 300 CFM at your cam lift. So then you have to get a cam lifting to the mid .650 inches and determine a duration that doesn't drop your dynamic compression ratio down to low. So you have to start with motor compression ratios of 11 to 1 or higher.

Then after a few years your 383 just doesn't fulfill your need for speed so you do a 427 ci SBC and those 227 cc heads, intake, and carb go right on your new adventure. I ended up with some AFR 210 heads to build my 383 as a spare in the box motor and later installed a 396 ci crank in it. Personally I wouldn't buy wimpy 195 heads for a 350 or a 383 The CFM is of them is a power limiter.

ratflinger

@Jebbysan @gkull

Okay you 2 - I respect both your opinions even though they often differ. I'm reassembling my 396SB
AFR 195 heads - original full CNC
Comp XR282HR
Comp Pro Magnum valve train
about 10.4 Compression
Weiand Stealth intake

Looking at the intake gaskets the intake runners are smaller than the intake ports on the head. Now as this will be strictly a street engine, does it matter? Should I spend the time blending the intake? Or is going to be such a small difference on the street to essentially not matter?

Jebbysan

Thing about it is that 355 rocket will require some good gearing or it won't pull a wet noodle out of ****** ***.....which is cool, you gear it and it is extremely fun and fast enough to surprise you......
I agree...if you go to a larger head, there is more power potential but that is not the bulk of people that want me to build things for them......these people want average torque.....
But as far as putting a 195cc head on a street 355.....no way......the smaller head makes a better street combo......especially if they are upgrading the stock short block....which there are still thousands of out there.....

Jebby

Jebbysan

Well.....make sure the gaskets are at least as big as the head port.....I think you know that.......I have never used the Stealth, which one is it? But the small runners will hurt power some.....on a 396.....blending usually only helps if the runners are way smaller than the port......
The AFR 195 is an excellent head......it needs a nice intake.....the 396 has enough swept volume to work that port.......

Jebby

68post

"gkull" - building race engines, (or at least street/strip).
"Jebbysan" - building street engines.
Herein lies the difference.

ratflinger

Looks like this although it's now called 'Speed Warrior'. Runners are 1.92x1.16 - Gaskets are the AFR recommended gaskets.

gkull

Sell that manifold and buy the correct fitting weiand team g. I use the 4 hole wooden spacer as a thermal block and better booster signal.

Down leg boosters are okay, but annular are the best

gkull

396 ci sbc is @13% larger than a 350 sbc.

So comp cams has a 350 motor that peaked on a dyno with your 282 cam at 6100 rpm.

So your 396 will peak @680 rpms lower. I would consider the 282 to be small in a 396

Maybe AFR heads has a dyno run