"Mike Jones Custom hyd roller"

The secret is slowly getting out there.

I agree. The new Percy's are the way to go. I have a set made by another manufacturer from a few years ago and they have worked out great. Glad to see they are available again.

Not sure if this will help but I used a 4L60E out of a 1995 truck for my 1989 TPI GTA Trans Am. All I had to do to was change the tail housing for it to bolt right up.

To add to the above post I would like to the inside construction of the all important collector and the entry into the header from the head. Two key areas for horsepower.

"is it a function of load or speed or rpm?"

The 4L60E controller reads TPS position, speed and rpm. You set the parameters around those inputs. With light throttle I have it shifting for good economy. I also have the torque converter lock up set at 45mph. With say a 1/4 throttle it goes into "performance" mode. It will downshift and take right off. You can have it down shift at say 75% of maximum rpm.

There are tables for each gear. You can set them for what ever you want. Let's say you are cruising along at 50 mph in 4th gear and lock up and nail it. In my case it will unlock the torque converter down shift into 2nd gear and away you go. It will do whatever you have the tables set at. Did I tell you guys I love my 4L60E?

I believe I got the controller for around $750 and I don't remember what I paid for the harness. I bought them at different times as funds became available. Maybe $900 total? Did I tell you I love my 4L60E?

Couple of things. In our club we have a member with the AFR 195 heads and the 8019 spring upgrade. No problems at all and with the standard GM hydraulic lifter. They come standard on the 195 Competition heads which I will be running. I will also be running the AFR rev-kit and as already correctly stated the springs only apply pressure to the body of the lifter and not the plunger. They keep the roller on the cam lobe.

I will be running one on my new motor. I plan on shifting around the 6800 to 7000 mark. Just as a general note the AFR rev-kit for the L98 motor needs some minor machining to work on the Dart SHP block.

"can the 700r4 be made to shift with the same versatility of the "e" version"

IMHO no. I converted from a 700R4 to a 4L60E with the TCI controller and there is no comparison. I can program in what ever I want the 4L60E to do and it does it. With the TCI controller it has a switch that you can go between program A and B. Program A can be a "street version" and Program B can be a "race version". My A/B programs are set up the same except a little higher shifting rpms for the race version for when I go to the track. Did I tell you I love my 4L60E.

I just followed GM's lead on this thing and went with a higher pressure oil pump like was used on the Z28. I figure GM would know more about engine oiling than me.

Well Pete as the others have said you already have the parts to reach your goals. The SuperRam needs to be opened up in the runners and the intake manifold itself. We have an intake manifold over at Dr J's for porting and he expects to get 320cfm from it.

That would feed those AFR 195 head's quite nicely. By the way we got 290 cfm from one without to much trouble. Get a decent camshaft, good exhaust and cold air intake system for the supporting mods and your goals will easily be reached.

I would take some time looking at a camshaft. I'm currently running a 228/228 camshaft and I'm pleasantly surprise at how docile it is. I have the idle set at 775 rpm. It would also be somewhat of a sleeper with the "old school" SuperRam.

"Something else that is important is crisp, clean and fast shifting...."

Also the rpm at which you are shifting. Data Logging would provide a lot of questions but I guess you can't do that. With the new heads you need to be shifting at a higher rpm to take advantage of the horsepower curve.

The new power is making it even harder for you car to hook up. You need some serious rubber on that thing.

Whoaaa!!! Tony is going to like those results. Thank you Josh for putting the time and effort into this project. It is nice to see an unbiased report. I can't wait to get my project together with the AFR 195 comp heads.

I know you are pleased. JSUP will be sad.

I like the build that Mark Bychowske did with a 370 cubic inch LT1. I believe it was 476rwhp and 402rwtq. Looking at the dyno graph I think the horsepower was still rising at 6500rpm when it was shut off. Now if I can only duplicate that motor.

Hey Josh, the natives are restless.

Here we are Tuesday night. I assume they are working late at the dyno session.

"The 58mm that I have in there now is definitely restricting the motor. The seat of the pants dyno says that rolling burnouts don't happen as easily as they did with the monoblade."

Interesting to know. My theory is a bigger throttle can't hurt anything and may help depending on the mods.

Thanks for the update. The results will be interesting.

Here is my story. I have the AS&M monoblade on 355 modified TPI system. I drove it for quite awhile with no problems. Then from time to time the idle would not go below 1100 rpms. As time went by it would happen more frequently.

So I finally decided to investigate the cause. I noticed that the throttle body would stick open ever so slightly. I could easily manually close it and the idle would go down to around 775rpm like it should.

The next time this happened I confirmed the throttle was still open a little. I just shut off the motor and the throttle closed all the way. So I went to the hardware store and looked through their selection of springs and bought a light weight spring of the right size and length and installed it to help in the return of the throttle. The problem went away and has not come back. Easy enough fix.

By the way this problem also exist with other throttle bodies just not only the monoblade. The ones I have seen it on are usually high performance cars.

Life can do that. Thank you for the update.

Ditto's.

"The car is faster, I noticed the shifts come quicker than they did with the other heads, so it's making some more power. It also pulls cleaner from 6000-6500. With the old heads, the rate of RPM increase in that area was noticeably less than it is with these heads. I would guesstimate a 1-2 MPH increase at the track, but there's only one way to find that out!"

Interesting that you could notice the difference. With the motor hanging on better at higher rpm would show that there is more air flowing through the heads. If you can feel the difference than I bet your estimate is pretty close. Thank You for the update.

Sounds good. We are anxiously waiting.

Back to the head castings for a moment. Do not the AFR 195 Eliminator heads share the same casting as the 180cc heads? Do not the AFR 195 Competition heads share the same casting as the 210cc and larger heads?

Tony, that is a wicked Corvette that you have. 130 in the quarter and decent street manners. About as good as it gets.

Stock exhaust. If so not nearly what it would be if you had a free flowing exhaust.

I don't think anyone covered it but is not the AFR 195 Competition head a different casting than the AFR 195 Eliminator? Maybe a part of the price difference?

Also the flow numbers published by AFR are on the conservative side. I have witnessed two that flowed more than advertised. I also have seen numerous reports of flow numbers higher than advertised.

Now with the new Dart SHP LT1 block that Dart is working on it will make building a large cube LT1 easier. 427 cubes anyone?

I understand but it is something to consider in an AB test. Depending it can make quite a difference.

The DA propably will not be the best in July for the track. However with the corrections it won't make much difference on the dyno.

Thanks. I know a lot of us are looking forward to the results.

Hi Josh

Any progress reports with the AFR heads?

"Yeah I personally think the stock style retainers are more reliable than link bar setups."

Lighter to boot.

Thanks for the update. Is this an M6 car?

Any updates? Looking forward to the results.

Looking good. The results will be very interesting.

Right or wrong I went with the standard volume oil pump but with the "Z28" pressure spring. This will be on my new 370 cubic inch SHP Dart block.

Thanks for the update. Those are good numbers. I agree with a little more tuning you should be able to squeeze a little more power out of it.

"I'm hoping the addition 1+pt of compression, Napier second rings, Denny fully porting the intake manifold and of course a re-tune at Eds will get me the 22RWHP I'm short."

I think those numbers are in the bag.

Very good. The mph is the key. The dyno numbers will be interesting to see how they compare to the track times/mph.

Good to hear that things are moving along nicely. Can't wait for the tests.

I have bought the Dart SHP SBC block for my latest build. You can get them for under $1500 with some shopping. So far the only real machining is the final bore size. The rest is just the usual cleanup and checking things over.

I had made a few intake mods to my 1989 GTA before I added the SLP 1 5/8" Tri-Y headers and cat back system. I have to say that has been the single most seat of the pants improve I have made over the years. It was very noticable. I have made a lot of mods over the years and I'm currently around 460hp at the motor but none were as much as that.

Let's hope the damage is not bad at all. You have a well thought out combination and I like the heads and the camshaft. When I switch to the monoblade it did not affect the a/f ratio hardly at all.

Thanks again for doing the test. Looks like a set of well ported Trickflows against out of the box AFR's. It is going to be an interesting dyno test.

Yes, very interesting. These are the kinds of tests I really look forward to. Thank you for doing it.

I agree. I would think most everyone would be interested in the results.

Good to hear that the TB is working good for you. I just went on another car club cruise of about 300 miles yesterday and the car runs very well with no problems. Maybe the problems are with the forced induction cars?

"I ran back to back on the Mustang dyno with the MB, then the billet twin 58MM, and there was less than 0.3% (3 tenths of 1%) difference between the two."

Interesting because the LSx crowd keeps going to bigger and bigger throttle bodies and they keep making more power. I think they are up to 95mm now.

I have had none of those issues with my setup. I'm currently running a modifed TPI 355 motor with 460 at the crank figuring 20% loss with the stalled auto. I have no experience with forced induction motors.