AFR 220cc RUNNERS 65cc CHAMBERS ELIMINATOR ALUMINUM HEADS. ANGLE PLUG. FULLY CNC'd
AIR FLOW RESEARCH
This sale is for a fully assembled set of heads (2 heads).
The springs in this setup are to operate with Solid roller cams up to .710 lift with a 1.5 rocker.
READY TO INSTALL.
PICTURED ABOVE ARE OUR FULLY CNC'D AFR HEADS.
The AFR heads are the best aftermarket cylinder heads in the world. Quality, performance, and reliability are excellent.
The information below pertains to our testing with the AFR 210 heads. This sale is for the a set of 220cc heads setup for hydraulic roller cams. From what we have seen on the flow charts the 220cc heads do slightly edge out the 210's but not by much. We suggest using the 220cc heads on very aggressive setups coupled with cams in the 600 lift or more range, with higher amounts of duration than what is common in most street rods. These heads will most likely prevail when ran hard. We have not done any testing yet on the 220's but they are sure to make excellent power. These heads may be on the larger than needed side for most hyd. roller cam builds, but should you ever decide to increase your cam and or cubic inch on your engine, you would not be out growing the 220cc heads for certain.
As our company founder explains it, the results you experience with the AFR heads will vary greatly by what type setup you are running. Our engine combos we have dynoed are what most people have chosen to use as far as cam and intake selection goes, and we have some of the results listed below. The engines dynoed with the 210cc heads were mostly sbc 421,427, and 434's engines in the 10:1 to 10.5:1 compression range, give or take. We also did an aggressive 406 build with the 210 heads. Normally we use the 195cc heads on the 406 but found the 210's suitable due to the cam size of this one particular engine. All ran on pump gas.
Our 421 through 434 engines add have a selection of four different cams and these engines all come with AFR heads and this has given us a great opportunity to see how they performed. We were able to test several different cam setups with these heads. This will give you an idea on what these heads are capable of with a given combination of cam, intake, rockers, and carb. This may also help you select a proper cam for your build. We feel the 210cc AFR heads would perform very well on a medium to aggressive 421 427 or 434 build or a somewhat Pro-street 406. As mentioned, below is just an excerpt from our 421-434 ads. If you're using a lower lift from those listed below, then it would be fair to say the hp will drop, but not by much, providing your lift and duration are somewhat close to any of the cams mentioned below. This will give you an idea of what kind of power to expect with these heads, and it can certainly help you choose a cam and intake.
Please do understand that a cam is not included with the heads. This is just a guide to show what you may expect with a given combination when building your engine.
Cam choice #1 with AFR 210cc heads
VALVE LIFT WITH 1.5 ROCKERS : INT .600 / EXT .580
DURATION IN DEGREES : ADVERTISED - INT .400 / EXT .387
DURATION @0.050" : INT .251 / EXT .255
LOBE SEPARATION ANGLE : 110Âº
This cam choice # 1 is somewhat aggressive in the 421 through 434 engines with the addition of the AFR 210cc heads. We topped it off with a set of 1.6 rockers, and went with the Huricane single plane intake, added the Super Sucker plate, and produced an amazing 625 horse power at 6300 rpm with 550 lb ft of torque at 5200 rpm. This test was done our sbc 434 street rod engine on pump gas. The other engines mentioned have done very close to this with the same heads and cam package. Very good these numbers are for not having to run the rpm any higher than this. The horse power numbers are very accurate. We preformed the testing on our new Super Flo 902s dyno. No question the numbers are correct, as we have been spot on with all of our other dyno tests of engine combos that we knew what to expect from past dyno records. The drivability as it's referred to would be considered decent with this setup in a medium weight vehicle, (3200-3500 lbs).
Cam choice #2 with the AFR 210cc heads
VALVE LIFT WITH 1.5 ROCKERS : INT .565 / EXT .580
DURATION IN DEGREES : ADVERTISED - INT .300 / EXT .306
DURATION @0.050" : INT .245 / EXT .253
LOBE SEPARATION ANGLE : 110º
This cam choice (2) in the 421-434 engines with the AFR 210cc heads is the perfect all around setup for those wanting a very good bottom and mid range, yet still making excellent power at the top. This engine will use the same compression as the cam choice above. Horsepower rating would drop approx. 30-35 hp with this cam. Bottem end power come in much sooner, and this cam smoothes out around 2200 rpm. This cam will make it's peak power at approx. 6000 rpm. If your car is in the medium weight range or up to approx. 3,700 lbs, and your wanting slightly better streetability, then this is a good cam and head choice. You still want to keep the final gear ratio at .323 but no more than a .355 would be needed for great results on the street. Keeping the gear ratio on the tall side is more acceptable with this cam compared to the other choices mentioned above. You may choose 1.5 or 1.6 rockers with this cam, but we recommend the 1.5 rockers for better low end response. This cam should be paired up with the dual plane Crosswind intake for better drivability. The single plane Hurricane can be used, but the dual plane will have much better bottom end and mid range response. Our test engine used the Single plane intake. The dual plane intake would drop peak power by about 15 hp over the single plane intake. Bottom end response would be better with the dual plane. You can also expect a longer valve train life with this cam compared to the larger cam choices.
Special Grind # 13459
PART NUMBER: 08-000-8-11321
110 lobe sep.
Comp Cams SBC Xtreme Energy Step Nose Hydraulic Roller Camshafts.
Official Dyno report on our 434 engine with this cam, single plane intake, 1.6 rockers, Brawler 950 carburetor, AFR heads, and an MSD distributor.
An excerpt from our engine ad about our new dyno.
As of 9/15/2013 we have completed installation of our brand new Super Flow 902S dyno. In the past we have outsourced our dyno work. Never being able to do the research and development we truly wanted, prompted us to make the $105,000.00 investment. Needless to say it's been the best investment we have ever made. Every aspect of our engines can now be monitored, calibrated, tuned, and best of all see what combos make the best power, with consideration to drivability. One thing we have noticed is that the de-tuned engines with different cam and intake combos certainly do have less top end horse power as expected but the torque increase in the low rpm range is much greater than the higher horse power setup. This increase in torque down low is what you want if your sporting around on the street, rather than all out racing. The de-tuned version of our engines will also allow you to set the car up closer to stock and increase drivability to a very high degree. Throttle response is also noticeably better.
One of the worst mistakes you can make building up an engine is to get a mismatched combination of parts. We know about combinations and how they work. Take a test drive in a car with over 400hp vs. a 300hp or less and you will then see what youâ€™re missing. The exhaust sound under load is very pleasing. We are very pleased with everything about the AFR heads. Few if any of the others know much about the correct way to setup a set of cylinder heads.
|Accessory Bolt Holes Drilled||Yes|
|CNC-Machined Combustion Chamber||Yes|
|CNC-Machined Exhaust Runner||Yes|
|CNC-Machined Intake Runner||Yes|
|Combustion Chamber Style||Heart|
|Combustion Chamber Volume (cc)||65|
|Cylinder Head Finish||Natural|
|Cylinder Head Material||Aluminum|
|Cylinder Head Style||Assembled|
|Damper Spring Included||Yes|
|Exhaust Port Location||Raised|
|Exhaust Port Shape||Square|
|Exhaust Runner Volume (cc)||80cc|
|Exhaust Valve Angle||23|
|Exhaust Valve Diameter (in)||1.600 in.|
|Exhaust Valves Included||Yes|
|Guideplate Pushrod Size||5/16 in.|
|Intake Port Location||Standard|
|Intake Port Shape||Rectangular|
|Intake Runner Volume (cc)||220cc|
|Intake Valve Angle||23|
|Intake Valve Diameter (in)||2.100 in.|
|Intake Valves Included||Yes|
|Lock Style||10 degree|
|Machined for O-Ring||No|
|Maximum Valve Lift (in)||0.670 in.|
|Notes||Not compatible with self-aligning rocker arms.|
|Number of Springs Per Valve||Dual|
|Oiling Style||Through pushrod|
|Outside Diameter of Outer Spring (in)||1.290 in.|
|Quantity||Sold as a pair.|
|Retainer Material||Chromoly steel|
|Rocker Arm Nut Thread Size||3/8-24 in.|
|Rocker Arm Nuts Included||No|
|Rocker Arm Studs Included||Yes|
|Rocker Arms Included||No|
|Spark Plug Style||Angle plug.|
|Steam Holes Drilled||No|
|Valve Cover Mounting Style||Center and perimeter bolt|
|Valve Guide Material||Bronze|
Our user id is: skipwhite, and our store name is whiteperformance1. You may have noticed other sellers using a similar name offering similar products. These other sellers have capitalized on our name as we see it, and many customers searching for us will inadvertently find them, thinking we are one in the same company. There is only one "Skip White" We are the original premier seller under this name since approximately 2002. We have no other names, nor are we associated with any other company regardless of the similarity in the name or location. Our official company name is Skip White Performance.
We are not responsible for collateral damage caused by the use of this product.