AFR 205 flow numbers
12-30-2003, 06:03 PM
#1
Instructor
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12-30-2003, 10:09 PM
#4
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Re: AFR 205 flow numbers (MC TORCH RED)
Actualy it is a big difference, it's a 205 cc head vs 220cc +, velocity (smaller cc's) means more power threw out the power curve.
12-31-2003, 06:28 AM
#5
Le Mans Master
Re: AFR 205 flow numbers (gstama)
Ya but they also flowed em on a 4.125 bore instead of a 3.9 bore.
The number should be A LOT lower if flowerd on a 3.9 bore.
The number should be A LOT lower if flowerd on a 3.9 bore.
12-31-2003, 08:48 AM
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Re: AFR 205 flow numbers (kumar75150)
Ya but they also flowed em on a 4.125 bore instead of a 3.9 bore.
The number should be A LOT lower if flowerd on a 3.9 bore.
The number should be A LOT lower if flowerd on a 3.9 bore.
[Modified by ShadowZ28, 8:48 AM 12/31/2003]
12-31-2003, 10:01 AM
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Re: AFR 205 flow numbers (kumar75150)
:iagree: my ls6 heads flow considerably better on a 3.9 than any of the heads in the chart, maybe their 225 heads will flow a lot better, if nothing else perhaps they have built us a platform to improve upon and have heads that will be far superior, when they become available our noted tuners will be putting them through the paces and we will see what they are really capable of--
12-31-2003, 11:42 AM
#8
Burning Brakes
Re: AFR 205 flow numbers (ShadowZ28)
The post on LS1tech says the numbers came from Feb Hot Rod. Is that issue on the stands now?
If so why do they have them and we haven't heard from any of the sources here who were suppose to have inside information?
:confused: :confused: :confused: :confused: :confused:
If so why do they have them and we haven't heard from any of the sources here who were suppose to have inside information?
:confused: :confused: :confused: :confused: :confused:
12-31-2003, 12:31 PM
#9
Burning Brakes
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Re: AFR 205 flow numbers (LT70ZR91)
Just my O2
My experience with flow numbers is that the flow numbers are effected by which bore size the heads are set up for. For example my last set of heads flowed higher on a 3.90 bore compared to a 4.030 bore. When the chamber was opened up for the 4.030 bore the numbers got higher than any other flow numbers I had gotten before.
I also think we might also consider the flow numbers in the mid range, not just peak numbers.
I had a experience with this first hand, I had a set of heads that flowed a big peak number, then I had a head that flowed a lower peak number but better from mid number, and guess what the car went faster (ET) with the set of heads that had a lower peak number.
I'm not a expert, by any stretch, but my experience has taught me to look a littl deeper that just the numbers.
Now I will be waiting for one of you guys to fork out the cash and see if these heads really do out perform a well ported set of heads.
I know we are all waiting to see what happens.
By the way who is gonna be first to try these ? :steering:
My experience with flow numbers is that the flow numbers are effected by which bore size the heads are set up for. For example my last set of heads flowed higher on a 3.90 bore compared to a 4.030 bore. When the chamber was opened up for the 4.030 bore the numbers got higher than any other flow numbers I had gotten before.
I also think we might also consider the flow numbers in the mid range, not just peak numbers.
I had a experience with this first hand, I had a set of heads that flowed a big peak number, then I had a head that flowed a lower peak number but better from mid number, and guess what the car went faster (ET) with the set of heads that had a lower peak number.
I'm not a expert, by any stretch, but my experience has taught me to look a littl deeper that just the numbers.
Now I will be waiting for one of you guys to fork out the cash and see if these heads really do out perform a well ported set of heads.
I know we are all waiting to see what happens.
By the way who is gonna be first to try these ? :steering:
01-01-2004, 12:26 PM
#12
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Re: AFR 205 flow numbers (fast 98 C5)
I think you need to read the thread here ...
http://forums.corvetteforum.com/zerothread?id=656708
The article says the intake valves are 2.02 five angle and the exhaust is 1.60 with a radiused seat(better flow) Spring pockets are 1.470 and can be machined to 1.55. Price assembled and CNC $2,499, as cast $1,800. They added material to the chamber to make a double-quench pad that helps detonation and air/fuel atomization. The d-ports are now oval. 225cc will have 2.05/1.60 valves. The 205cc AFR's were compaired to the 201cc LS1, 211cc LS6, and 242cc CNC GMPP LS6's
****Tony says
Also, all my exhaust figures are recorded utilizing a 1.875 "flowtube" which is about 8-9" in total length. It bolts to the exhaust port much like a header and immediatly hooks down and back, closely resembling any primary tube you might find from the various manufacturers....after the turn, the pipe has about a 3-4" section of straight pipe.
f you have ever seen an Amduri flow tube, it is basically very similar. All my exhaust ports are optimized and designed that way from their inception so as to try and simulate real world operating conditions when ultimately the heads are sitting between your framerails with a nice long-tube header attached to them.
1.875 flowtube on exhaust for the AFR's? I would have expected more exhaust flow. Most of our cars will have 1.75 primary tubed headers & smaller bores so we would expect even less exhaust flow.
Tony's data is interesting but it's not really helpful as we don't have a common reference for most of it - yet.
Time will tell and I look forward to more data.
Again, if you have questions, post in the AFR thread, so we can keep all the info in one spot...
http://forums.corvetteforum.com/zerothread?id=656708
Take note of a few things....these figures are quoted from my larger bore fixture, NOT the smaller 3.910 bore of the stock shortblock, and also, I plan on experimenting with quite a few different valvejobs before going to production so some of these figures might end up higher, and some of them might end up lower. I wouldn't expect to see much more than a plus or minus 5 CFM figure in any case, and when I did place the cylinder head on a smaller bore fixture, I was happy to only see a fairly small drop in flow across the board.....the largest being the 8 CFM difference @ .600 (Prototype went 308 CFM on larger fixture, 300 CFM swapping to the 3.910 bore).
Latest word from my foundry is still "good", and based on that we are still expecting the "launch" to be sometime the later part of this year as I have previously described....keeping my fingers crossed!
Ed....buy more shelving!!!
Regards,
Tony Mamo
Latest word from my foundry is still "good", and based on that we are still expecting the "launch" to be sometime the later part of this year as I have previously described....keeping my fingers crossed!
Ed....buy more shelving!!!
Regards,
Tony Mamo
****Tony says
Also, all my exhaust figures are recorded utilizing a 1.875 "flowtube" which is about 8-9" in total length. It bolts to the exhaust port much like a header and immediatly hooks down and back, closely resembling any primary tube you might find from the various manufacturers....after the turn, the pipe has about a 3-4" section of straight pipe.
f you have ever seen an Amduri flow tube, it is basically very similar. All my exhaust ports are optimized and designed that way from their inception so as to try and simulate real world operating conditions when ultimately the heads are sitting between your framerails with a nice long-tube header attached to them.
1.875 flowtube on exhaust for the AFR's? I would have expected more exhaust flow. Most of our cars will have 1.75 primary tubed headers & smaller bores so we would expect even less exhaust flow.
Tony's data is interesting but it's not really helpful as we don't have a common reference for most of it - yet.
Time will tell and I look forward to more data.
