AFR CHEVY SBC ELIMINATOR HEADS 195cc 75cc FULLY BUILT 1036HR - $1,717

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AFR CHEVY SBC ELIMINATOR HEADS 195cc 75cc FULLY BUILT 1036HR  for Sale $1,717 AFR CHEVY SBC ELIMINATOR HEADS 195cc 75cc FULLY BUILT 1036HR  for Sale $1,717 AFR CHEVY SBC ELIMINATOR HEADS 195cc 75cc FULLY BUILT 1036HR  for Sale $1,717
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Business Seller - Skip White Performance
Kingsport, TN
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Item Details

Ad Number183159443
ConditionNew

Description

AFR 195cc WITH 75cc CHAMBERS ELIMINATOR SERIES ALUMINUM HEADS. Straight Plug
AIR FLOW RESEARCH
This sale is for a fully assembled set of heads (2 heads).
The springs in this setup are to operate with hydraulic roller cams up to .600 lift.
READY TO INSTALL.

This ad may have references to pictures and graphs that are not visible in the description. To see this ad in it's complete form click the "buy it now" tab. This will not in any way commit you to buying the product. It will bring you directly to this ad in its entirety on our actual website. You will then see the ad displayed with all the pictures and dyno graphs throughout the ad in great detail.
www.skipwhiteperformance.com

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.

As our company founder explains it, the results you experience with the AFR heads will vary greatly by what type setup you are running. The 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 195cc heads were mostly sbc 406 engines in the 10:1 to 10.5:1 compression range, give or take. All ran on pump gas. Our Stage 3.0 406 engine ad has a selection of four different cams and that engine does not come with AFR heads, but we have had several customers upgrade to the AFR heads, and this gave us a great opportunity to see how they performed. We were able to test two 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 have not built a 383 yet with these heads, but it would be fair to assume that the results would be excellent. We feel the 195cc AFR heads would perform very well on a medium to aggressive 383 build. As mentioned, below is just an excerpt from our Stage 3.0 406 ad with the exception of changes in the horse power numbers due to the AFR heads. If you using a lower lift than 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. The 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.

PART # 180345-10: hyd. roller cam for use with oe roller blocks.
PART # 110345-10: retro hyd. roller cam for use with non-roller blocks
Valve lift with 1.5 Rockers: Intake .565/Exhaust .580
Duration @.050": Intake .245/Exhaust .253
Lobe sep. angle: 110º

This cam choice # 2 is somewhat aggressive in the 406 engine with the addition of the AFR 195cc heads. We topped it off with a set of 1.6 rockers, and went with the Hurricane single plane intake, added the Super Sucker plate, and produced an amazing 575 horse power at 6300 rpm with 520 lb ft of torque at 5200 rpm. Actually, the engine produced only 4 hp less at 6200. These numbers are very good for not having to run the rpm any higher than this. The horse power numbers are very accurate. We performed 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 and we knew what to expect from past dyno records. The drivability would be considered decent with this setup in a medium weight vehicle, (3200-3500 lbs.) Nonetheless, it is your option to select this setup but do realize that gearing and stall are somewhat critical, even moreso in a medium weight car.

PART # 180265-10: hyd. roller cam for use with oe roller blocks.
PART # 110265-10: retro hyd. roller cam for use with non-roller blocks
Valve lift with 1.5 Rockers: Intake .530/Exhaust .545
Duration @.050": Intake .233/Exhaust .241
Lobe sep. angle: 110º
This cam choice (3) in the 406 engine with the AFR 195cc 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 pistons as the cam choice above, but you could have a bit less compression ratio and that would be fine in the 406 engine. Horsepower rating would drop to approx 535 with this cam. This cam will make its peak power at approx. 5700 rpm. If your car is in the medium weight range or up to approx. 3,700 lbs, and you're wanting slightly better streetability, then this is a good cam choice. You still want to keep the final gear ratio at .323 or higher, but 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 used the single plane intake. The dual plane intake would drop peak power by about 15 hp. 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.
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 out sourced our dyno work. Never being able to do the research and development we truly wanted prompted us to make the $105,000 investment. Needless to say, it's been the best investment we have ever made. Every aspect of our engines can now be monitored, calibrated, and tuned, and best of all, we can 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 you're 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 in 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 you’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)
75
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)
64cc
Exhaust Valve Angle
23
Exhaust Valve Diameter (in)
1.600 in.
Exhaust Valves Included
Yes
Guideplate Pushrod Size
5/16 in.
Guideplates Included
Yes
Heat Crossover
Yes
Intake Port Location
Standard
Intake Port Shape
Rectangular
Intake Runner Volume (cc)
195cc
Intake Valve Angle
23
Intake Valve Diameter (in)
2.050 in.
Intake Valves Included
Yes
Lock Style
7 degree
Locks Included
Yes
Machined for O-Ring
No
Maximum Valve Lift (in)
0.600 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
Retainers Included
Yes
Rocker Arm Nut Thread Size
3/8's
Rocker Arm Nuts Included
No
Rocker Arm Studs Included
Yes
Rocker Arms Included
No
Spark Plug Style
Straight
Steam Holes Drilled
No
Valve Cover Mounting Style
Outer perimeter bolt
Valve Guide Material
Bronze

We are not responsible for collateral damage caused by the use of this product.

RETURN POLICY

Should a problem occur, please contact us. If a return is necessary, please contact us for an RGA number and return authorization. The RGA number must be included on the return label. If an item is returned without an RGA number, it will not be processed. A full description of what the problem is needs to be included with any returned product with your contact info, and proof of purchase. Even though you may have explained the problem to us, and been granted permission to return the product, we must have a written explanation and a contact number included with the product. It is also recommended that you include the name of the person from our company that you have been in contact with. You must send the item back to us in a trackable manner (USPS Priority Mail, FedEx, etc.) and keep the tracking info of the returned product. Please give ample time for returns to be processed. Following these guidelines will make the return process work as it should.

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About The Seller

BUSINESS SELLER
Skip White Performance
Member Since February 2019
CONTACT INFORMATION
1910 BROOKSIDE LANE
Kingsport, Tennessee 37660
(423) 722-5152
(423) 722-5152
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