[powersrj]

I have been doing some research on a 427 build I would like to do from a 351 block. And I have decided to go with 225 series heads. I have compared the AFR's, Trick Flow, and Dart. I have always been told AFR's are the way to go, but after researching, AFR's come in dead last in flow charts, combustion chamber sizes, and exhaust port sizes. Second is Dart and first place is Trick Flow. Does anyone have any thoughts on this topic. Hopefully i get some good feedback on this. Has anyone actually seen an AFR or Dart head out perform a Trick Flow in its matching series. I.E 225 to 225 or 205 to 205 etc. And lastly is there an even better head than Trick Flow?

[woody1]

Flow numbers are a very small part of the equation. Numbers taken at 28 inch depression is not even close to a running engine. What are there no numbers at 50+ Inch like on a running engine? Noone knows since the testing equipment is nill. What are you trying to do first off? Make 800+ The TFS and AFR will outperform the Darts, thats been proven time and again on running combinations, not that the dart is bad, by no means, but lets be realistic, are you building a class car? I mean if there is no limits then run a CFE Pro King head, how about a CHI, how about a Victor Glidden etc etc. Any of those 3 heads will be more than 99% of what people can handle. If it were me, it would be a TEA TFS, then the AFR

[powersrj]

Its an 800 hp application and what is TEA?

[woody1]

Originally Posted by powersrj Its an 800 hp application and what is TEA?

Im intrigued, your shooting for 2hp per inch, tell me more about your goals etc.. Total Engine Airflow

[powersrj]

Im so far away from even being able to put everything down on paper. I cant make hard decisions on many things. I just think its better to research it all before I just go have some one build me a blown 427 motor.

[woody1]

Just ask yourself if you have 12k+ dollars, thats the hardest decision, if you got that, its easy

[ryans88gt]

Originally Posted by woody1 Numbers taken at 28 inch depression is not even close to a running engine. What are there no numbers at 50+ Inch like on a running engine?

I was just curious what you mean by this. 30 in Hg is complete vacuum. A difference of +50 in Hg from intake port to chamber would only occur if you were running 10 lbs of boost (-20 in Hg) and the engine was capable of creating complete vacuum (+30 in Hg) for a total of 50 in Hg. But that condition would only exist for a mere instant when the intake valve was opening.

What exactly do you mean? There are a lot of gaps between flow numbers and hp numbers, but I'm not sure I understand this one...???

[powersrj]

I second that question.