Anyone flowbench the trickflow 190 heads yet???

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Id bet a well built engine will gain power as it brakes in more and more.
 
It's a funny thing, when I do a search for any newly built SBM's with Trick Flow heads that have been either dyno'd or taken to the track, there's not much out there. These heads have been out a while now, and seem to be a quality product. But not much information out there.

I have a 340/416 that is being screwed together with TF 190 heads, 10.5:1 static compression, Victor 340 intake, Pro Systems 850 Holley, and a Comp Cams street solid roller XR286R camshaft, 1-3/4" pipes. Just wondering what to expect from other similar builds...
 
I have a similair engine to that ,410 trick flows 11to 1 237/243 roller cam . used to make 392rwhp and all done by 5800. max power was @ 5500 and did a best of 11.4 @ 120 mph at the track. New trick flow set up now 425@5955 and pulls hard to 6400. Has lost a little of torque peak but holds a flat torque curve till at least 5600. Will be taking to the drags before christmas but waiting for my new Tachometer to arrive first and will report back.
 
James Clews said:
I have a similair engine to that ,410 trick flows 11to 1 237/243 roller cam . used to make 392rwhp and all done by 5800. max power was @ 5500 and did a best of 11.4 @ 120 mph at the track. New trick flow set up now 425@5955 and pulls hard to 6400. Has lost a little of torque peak but holds a flat torque curve till at least 5600. Will be taking to the drags before christmas but waiting for my new Tachometer to arrive first and will report back.
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Thanks James, what's the difference between the old and newer build, camshaft? Keen to hear how you go, best of luck.
 
67autocross said:
We should build an engine and ship it to a half a dozen different dynos around the country and see the results, they did the same thing with flow benches and a cylinder head at one time....
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I was a part of that, it was called the Speedtalk, Cylinderhead Flowaround. The results were mailed separately to D.White while the heads were shipped on to their next closest location.
I'd be game to test and ship an engine provided the shipping was subsidized somehow. This idea is closely related to the whole EMC idea. J.Rob
 
67autocross said:
We should build an engine and ship it to a half a dozen different dynos around the country and see the results, they did the same thing with flow benches and a cylinder head at one time....
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that is a good idea , who pays the freight charges and any dyno fees if any ?
 
Superstock! Yes cam change, inlet manifold and heads. Old cam was Hughs 234/238 new cam custom (B3) 237/243 with 1.6 rockers for a 610 lift on a 112 lobe separation and went from rpm air gap back to my old 340 victor and went .028 cometic head gaskets for approx 11.1 comp. Up from about 10.6. I dropped torque but torgue curve was flatter and held on where old torque curve had a quick spike at about 4 grand but fell off quickly. Car feels better on the road even at low revs but goes insane when it gets in the power band.It was possible that torque was only lower due to lean cond when he gave it full throttle on the dyno and only recovered at around 4 grand so with a bit of tunning my torque levels would of showed more.
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I know someone that had ported Edelbrock heads on a 416, purchase a set a Trick Flows, installed them and with no other changes other a small bump in compression, car runs the same ET.
 
IMO, between the added cam duration (minor) and the single plane (major) is where the torque loss comes into play. Nice curves.
 
James Clews said:
Superstock! Yes cam change, inlet manifold and heads. Old cam was Hughs 234/238 new cam custom (B3) 237/243 with 1.6 rockers for a 610 lift on a 112 lobe separation and went from rpm air gap back to my old 340 victor and went .028 cometic head gaskets for approx 11.1 comp. Up from about 10.6. I dropped torque but torgue curve was flatter and held on where old torque curve had a quick spike at about 4 grand but fell off quickly. Car feels better on the road even at low revs but goes insane when it gets in the power band.It was possible that torque was only lower due to lean cond when he gave it full throttle on the dyno and only recovered at around 4 grand so with a bit of tunning my torque levels would of showed more. View attachment 1715636933 View attachment 1715636933

View attachment 1715636934
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Fantastic James, thanks for the good information. Where abouts in Australia are you located? I'm in Caulfield North, Melbourne. Cheers.
 
rumblefish360 said:
IMO, between the added cam duration (minor) and the single plane (major) is where the torque loss comes into play. Nice curves.
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agree on that went from a fully ported air gap to a victor 340 0n my 426 stroker and car was better all around , instead of going dead at 5800 rpm it pulled up past 6500
 
Nat said:
i'll help with gas money , be very interesting
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Get RAMM to build it and we can dyno it at his place, Nick's Garage Montreal, somewhere else around Toronto and I could take it to 2 shops with Dynos in Winnipeg....
 
67autocross said:
Get RAMM to build it and we can dyno it at his place, Nick's Garage Montreal, somewhere else around Toronto and I could take it to 2 shops with Dynos in Winnipeg....
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Sure, what do we want built? And who is the impartial 3rd party we send the results too? J.Rob
 
Nat said:
agree on that went from a fully ported air gap to a victor 340 0n my 426 stroker and car was better all around , instead of going dead at 5800 rpm it pulled up past 6500
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I've said for years that the only way I'd ever use a dual plane intake on a sb stroker was if it was a low compression, torque monster intended for a truck. Never on a performance build.
 
justinp61 said:
I've said for years that the only way I'd ever use a dual plane intake on a sb stroker was if it was a low compression, torque monster intended for a truck. Never on a performance build.
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They do work really really well for making torque and in a heavy vehicle, that’s the ticket. For a street bound vehicle, not overly concerned about ultimate HP and top end speed, the dual plane is the way to go. Lots of torque down low and in the mid range to make for a happy and fun street driving experience.

If your not in the street, or very limited on the street, I think you would have to be nutz to run a dual plane.
 
rumblefish360 said:
They do work really really well for making torque and in a heavy vehicle, that’s the ticket. For a street bound vehicle, not overly concerned about ultimate HP and top end speed, the dual plane is the way to go. Lots of torque down low and in the mid range to make for a happy and fun street driving experience.

If your not in the street, or very limited on the street, I think you would have to be nutz to run a dual plane.
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In a normal A body I believe my 408 with the Victor would've been a bear down low even with 3.23 gears. The 434 would be almost scary, to the passengers it would be. LOL

Your mileage may vary. :thumbsup:
 
Everything is in the combo which is hopefully designed right for the task at hand. A single plane intake on a 4 inch arm stroker, 850, etc... not a 20+ mpg machine....
 
rumblefish360 said:
Everything is in the combo which is hopefully designed right for the task at hand. A single plane intake on a 4 inch arm stroker, 850, etc... not a 20+ mpg machine....
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This is true. Hell, I wish my 5.7 Ram would get 20+ mpg.
 
justinp61 said:
This is true. Hell, I wish my 5.7 Ram would get 20+ mpg.
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It’s the hills in which the you live in that are killing the mileage. Mine ‘18-5.7 will top 25+ easy on the flat lands.
 
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