[2novacars]

"They" say these are usually only made for a F___ . But if you get a set for a chevy they are great. These are trick flow G2s . Anyone have any experience or info on how well they perform and what kind of a price they should have on them.
Lance

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SBC TRICKFLOW G2 CHEVY HEADS PORTED SMALL BLOCK ALUMINIUM
Reply to: [email protected]
Date: 2009-03-18, 6:29PM

Rare heads as trickflow usually makes ford stuff not chevy.

http://img169.imageshack.us/img169/8227/engine5aht2.jpg

STOCK flow numbers as done by carcraft.

Keep in mind they did this at .400 lift.

The flow numbers will only go up by .500 lift.

But this also shows they do the better then the competition at lowerlift numbers too.

http://img212.imageshack.us/img212/1421/headspq7.jpg

http://img213.imageshack.us/img213/8227/imgp2914cq3.jpg

Of course their heads are stock, mine aren't so mine would do even better.

Even more rare is these have 16/18* valves closer to the LS1 not the 23* garbage the other SBC heads have. They require no special mods to use even with the changed valve angle.

They have been worked over by stiegemeier's in St Charles. (have reciept

Valve Work
Blend Bowels
Polish
Install PBM3200 springs (.550+ no problem)
$995obo for the heads

 

[73TurboNova]

What is so rare about those 18 degree heads, you can buy them from Summit. It would be a good price if they were stock heads.

 

[D-Man]

There's nothing rare about them. :no:

To run any real lift you will have to get special pistons.:yes: Summit sells a few of the more common ones under the Trickflow name and last I heard they are made by Aries for them.
And checking your piston-to-valve clearance will be of the utmost importance!!

 

[bowtie0069]

Trick Flow's site doesn't show a G2 listed.

 

[Pauls72]

My first question would be if these heads are so great, then why is this guy selling them?

Other questions you should be asking is what is the chamber size and the intake runner size. You should ask for a specific model number too and if there are any other options that where ordered on them.

Trick Flow's reputation for making bolt on power is better with the Blue Circle guy's than the Bowtie guy's. I've never used them so I can't say one way or the other.

Trick Flows prices for new heads starts at $999 and goes up... So are they a good deal? With out more information we can't say.

There are a lot of different heads out there. There are way more peoples opinions then there are types of heads. Right out of the box some of these are no better than stock while others provide vast performance improvements. Most of these heads can be reworked or modified to give excelent performance.

My personal preferance and what I have is AFR (Air Flow Research). From an unmodified point, they have some of the best performing and best flowing heads right out of the box. However they ain't cheap.

Here are some more flow numbers done by Chevy High Performance for you to digest:
http://www.airflowresearch.com/store/chp_test.php

 

[2novacars]

Very nice article Paul. Thanks.

 

[71SS454]

Those aren't the 18 degree heads, they are the old Trick Flow Twisted Wedge heads. They work ok, but I don't think Trick Flow makes them anymore. That price was what the original selling price for them were about 10 years ago. You'd be better off buying a set of standard 23 degree heads. And there's nothing rare about them.

 

[D-Man]

I think for that price I'd look at the new Pro-Filer offerings designed by Darin Morgan!! Under a grand for complete ready to bolt on assemblies.

You could call TrickFlow for more info on those heads and see exactly what they are. They are great castings but the design obviously didn't work out too well or they would still be producing them and improving on the design further.:yes:

Trick Flow Specialties
330-630-1555

 

[2novacars]

Thanks a million for the info and help guys.

 

[Mr Nova]

The heads in that picture are the first generation TW's, therefore they are not the G2's.

Here are the specs for the "as delivered from TFS" for both versions:

G1 TW:
180cc intake port volume
64cc chambers
2.02"/1.60" valves
13* intake / 23* exhaust valve angles
Cast iron or manganese bronze valve guides
1.250" valvesprings (110lbs / 290lbs open, .500" max lift capable)
7* locks / retainers
3/8" GM Corvette rocker studs

Flowdata:
Lift----Intake----Exhaust
100----66--------52
200----143-------110
300----187-------148
400----223-------178
500----232-------194
600----240-------204

1204 Fel-Pro radius inlet
4.030" bore sleeve / mounting plate
28" test pressure
1 3/4" x 4" pipe on exhaust
Superflow SF-600 flowbench

The G1 head is capable of supporting 475-500hp right out of the box, with no porting.

G2 TW:
190cc intake port volume
67cc chambers
2.02"/1.60" valves
16* intake / 18* exhaust valve angles
Angled spark plugs
Powderd metal valveguides
1.470" diameter valve springs (110lbs seat / 305lbs open, .540" lift capable)
7* locks /retainers
3/8" ARP rocker studs

Flowdata:
Lift----Intake----Exhaust
100----68--------53
200----144-------106
300----206-------144
400----242-------173
500----252-------195
600----257-------205

1204 Fel-Pro radius inlet
4.030" bore sleeve / mounting plate
28" test pressure
1 3/4" x 4" pipe on exhaust
Superflow SF-600 flowbench

The G2 heads are capable of supporting in excess of 500hp right out of the box with no porting whatsoever.

The "rule of thumb" for maximum camshaft specs on either version of the TW design are as follows (For flat top & dish piston applications only):

No more than 236* @ .050" duration, no less than 108* LSA, you can go upwards of .525"-ish lift before you get into any real PtoV issues.

As with anything, there will be some amount of flexibility in regards to cam profiles as duration @ .050", LSA & ICL can all be adjusted to allow for higher lift values on an unmodified, stock valve relief piston.

If you wanted to use a dome piston, then yes, you will definitely be purchasing a set of custom pistons.

The TW design works great, you will not be disappointed in the performance of those heads.

By the way, it appears as if he has Harland Sharp rockers mounted on the heads, Those rockers (along with Proform, Crane "Energizer" & all of the various "off shore" rocker arms...) are not recommended for either version of the TW heads.

You would want to use a Crane "Gold", Comp "Pro Magnum" or, of course, the TFS rockers...

Hope this helps...

 

[levisnteeshirt]

looked at 'em

i looked at them when they came out. They told me with a flat piston p2v may not be as critical because of the different angle of the intake valve. I was running a roller at the time and nobody made a stud girdle for them that i ever saw so thats a problem.

They look cool though. Gotta wonder how they would have done if they would have teamed up with a piston manufacture and beefed them up with 7/16 studs, cut for 1.5 springs and a stud girdle,, who knows

 

[Mr Nova]

Several years ago Jomar made a stud girdle (part # 1306) for the first generation TW head. I think that it has been discontinued, but I am not positive...

The spring pockets on all to the TW heads have a spring seat bore that is 1.610" OD. Crower makes a couple of ID locators that fit the .500" OD valveguide and allows for up to a 1.550" OD spring.

68938-16 = 1.560" OD, .740" OD shoulder, .505" ID.
68929-16 = 1.565" OD, .660" OD shoulder, .505" ID.

The only real limiting factor on the G1 head is the fact it uses a 4.450" OAL intake valve & a 4.750" OAL exhaust valve. As you guys already know, a factory GM valve is 4.910" OAL. With the shorter valve lengths you are limited to approximately 1.830"-1.850" installed height. There are no options for longer or larger diameter valves (unless you go with custom valves..$$).

Most solid roller camshafts will require springs that install @ 1.900" & taller.

As far as I know, Jomar never made a stud girdle for the G2 head. The G2 head uses 4.960" OAL intake valves & 4.980" OAL exhaust valves. With the longer valves you have the ability to use more installed height, So you do have more options in regards to camshaft selection with the G2 head.

Artie

 

[D-Man]

+ .100" long valves aren't all that exotic and can be found very reasonable however, valvetrain geometry can get painful because of the different (uncommon) angles involved.:yes: There's also a pretty good selection of springs available for solid roller applications that set up at 1.80"-1.85" but they are limited to .600"-.650" lift because of coil bind and retainer-to-seal clearance issues.

Those heads are ok for a mild street car build and do have some good porting potential, BUT, I'd still look at the Pro-Filer offerings before I spent the money on a set of discontinued Twisted-Wedge heads.:yes: According to several prominent cylinder head specialists in the industry, Darin designed those heads with "A lot of extra material in all the right places to be able to move things around a bit" so they have a LOT of room to grow. :yes::devil:

Also keep in mind, (I'm not sure about the Chevy G1or G2's) that the Ford Twisted-Wedge heads had an excessive guide wear problem for the first couple years of production. Trick-Flow stood behind their product and fixed every set that was sent back to them. In the blue oval world, they have set several class records and are still the chosen head of a lot of racers.

For more info on the G1's and G2's, you could also call T.E.A. (Total Engine Airflow Phone # 330-634-2155) since they were somewhat partnered with Trick-Flow for a good long time and possibly still are. If you can get him, talk to Brian Tooley.:yes:
http://www.totalengineairflow.com/

 

[Mr Nova]

Like I mentioned, there is no such thing as a longer valve that is made specifically for the G1 heads, it will be a "custom order" valve.

While a 4.910" valve is readily available, it is also approximately .450" longer than the 4.450" intake valve that head uses. You are not going to install a +.450" length valve in the G1 head without relocating the intake rocker stud.

On the exhaust side, you are looking at a difference of approximately .160", not nearly as big of a deal when compared to what the intake side will need to get it workable.

The G2 head is a different story altogether as it uses + .050" valves right out of the box, so getting longer valves & taller installed height in the G2 is pretty straight forward.

Yep, we did have some growing pains back then, but we stand behind all of our products & we fixed every single one of them. Have not had any issues since then.

If you are looking to build a 550-600+ hp engine, then I do agree that I would start out with something that has more "Room to grow", heck our 215cc 23* head has a lot of material in the casting for additional porting & It goes 285 cfm's right out of the box with no porting at all...

Good luch getting ahold of Brian, he is a very busy guy lately!