I've wanted a set of these since I first started reading about them. My question for all of you engine builders out there is, would it be better to stick with the "as cast" version or spend a bit more and get one of the ported sets, like the ones from Total Engine Airflow?

My motor is still bone stock. Would I see much of a performance gain with the ported set? Just wondering because it would make more sence to only have to do the head swap once vs. buying an unported set and having to pull them later to get ported. Also with that much more airflow would I need a fuel system upgrade? fuel pump, injectors, etc?

 

These heads are to new to be able to say anything about them at this point really. Stock fuel system is good for around 300rwhp. Over that you will need to toss in 24# injectors. Stock fuel pump can feed that just fine.

 

Basing speculation off of this http://i278.photobucket.com/albums/k...takeCams-1.jpg

TFS 2v "stock" heads, stage 1 cams, and their intake on otherwise stock motor. IIRC numbers are off engine dyno w/ LT headers and electric water pump.

When I get the heads I'll change the cams too, not sure if I'd get the track heat intake since I'd eventually like to add a Kenne Bell 2.1L kit, of course that combo would need forged internals to be safe. Come on lotto :-)

 

Just out of curiousity, does that rwhp number also apply to 05+ Stangs?

 

it's a good rule of thumb.

The TFS heads will only benefit from porting but if you don't match your cam and intake to the porting level you choose you'll be upset. Stock the TFS heads flow around 240, stock 4v heads flow around 253. Ported to what you could call stage 2 (not a race level porting job) they'll flow 280's-290's. Ported 3v heads flow in that same range and ported 4v heads do as well but about 10% higher yet.

Basically if you don't port your TFS heads you'll have the equivalent of stock 4v heads. If you port them to say stage 1 then you'll have the equivalent of lightly ported 3v heads. If you take them all the way out to stage 2 then you'll see the rough equivalent of modestly ported 4v heads. I'd have them ported since the difference can be easily 50hp and the bone stock TFS heads are an easy 50hp capable over stock 2v heads.

All of that is dependent on you having a cam that can take advantage of the flow and a rotating assembly you can spin to 6500 rpm so you can take advantage of the cam that takes advantage of the flow. If you don't have either of those things, then don't bother with the TFS heads at all. Save a little scratch and go with ported PI heads or upgrade as required.

 

Ideally, I'd love to get one of the boss block based 5.3 strokers from MMR, have the TFS heads ported to stage 2, with appropriate set of cams and throw a Kenne Bell 2.1L or 2.6L supercharger on top and see what kind of numbers I could put down. After upgrading the entire drivetrain to handle it of course. Unfortunatly my budget doesn't allow for any of that right now, so it's all speculation and future plans.

Add to that the car is my daily driver and like you I live in beautiful California, which means I have to worry about smog checks ...

 

If you go down the blower route, then I get a full port job. Otherwise, a basic port match and cleaning up is all you'd need. The TFS is great out of the box, but a clean up job is always a good idea.

 

don't worry about smog with the heads. They can't tell. I'd have them ported till hell won't have it myself.

 

Hey redneck wat hp numbers were u looking at wen ur proect was done ?

 

390rw is my final goal for NA.

 

So are we safe to say the KB S/C kit will not be compatible with the TFS heads ... (I know they pretty much tune their kits based on factory engine specs, if I am not mistaken) ... ???

 

I think you'll hit your goal. Have you added the typical bolt-on mods yet, such as Granetelli COP(s), CAI, bigger throttle body, electric water pump, etc. ???

Hows the HPS (is HPS correct ?) 5.4 intake doing so far ... ???

 

They sell complete kits and tuner kits IIRC. Reguardless to get the most out of that setup I'd want to take it in for a dynotune, which would do away with any tune on the KB chip. If you go with the larger kit 2.6 for the 2v it only comes as a tuner kit.

 

Well... I'm going supercharged now with the lightning blower setup. Gotta say I really really really love the HPS intakes. They are pimpin and made good power gains throughout the RPM's without losing any tq down low. Hard to do. The best and only 5.4 2v intake on the market for NA cars for good reason.

On the NA version I had all the bolt on's except pullies and electric water pump, neither of which I think are a good idea. With the blower setup I have to make a new CAI snorkel and MAF body. The car made 300/332 NA

Doing some estimation, I should land between 425-475rwhp and 500-575rwtq (lots of variables so can't be much narrower range yet) with the heads it has. If/when I toss on the TFS heads ported the way I'll want them then I should hopefully see another 100-150hp without much if any drop in peak tq.

 

I don't know if this update has been posted here or not, but if not, HERE IT IS ...

Yall need to check out the November 2009 issue of Muscle Mustang & Fast Fords magazine, namely; pages 84-92. They did a job with the TFS heads and claim a gain of 34 HP over stock ported PI heads. The writer is Michael Galimi.

Page #86 - Paragraph #4: “The intake is styled after the OEM P.I. head, so existing manifolds bolt on and line up properly. From there, the ports take different paths. Both the intake and exhaust ports of the Twisted Wedge head are deemed “Fast as Cast”, a Trick Flow Specialties trademarked design where cast ports flow as well as CNC versions. This allows for a smaller price tag than a set of CNC’d heads.”
The next paragraph claims “the heads peaked at 0.6000-inch lift with 253 cfm for the intake side and 189 cfm for the exhaust, compared to 219 cfm (intake) and 200 cfm (exhaust) for the CNC-ported stock heads.”
Page #89 - Paragraph #1: “The Twisted Wedge Two-valve heads are the only 1.840-inch intake valve heads on the market that you can bolt on to a stock bore/piston short block. All other 1.840-valve heads require a 0.020-inch overbore so the valves clear.” (article author Michael Galimi quoting Al Noe of TFS)

Last but not least, on page #90 there is a photo where they used all the factory cams, cam followers, and lash adjusters. They show these heads can be used with either Romeo or Windsor valve covers, as they are drilled for both (Pg. #90).

NOTE: Nothing was mentioned in the article about JESEL rocker system compatibility - BUMMER … (I think I might write JESEL and see what they say).

They did this on a P-1SC equipped car, with the end result being 499 HP and 462 RWTQ.

So there Yall have it. The new TFS heads should work with the factory 2-V BULLITT intake manifolds AND the standard factory 3.552 bores. We should be able to simply bolt everything on.

There is a lot more to the article and it is very good reading. The whole project they did sounded very worthwhile for those of us that are running the centrifugal SC(s).

I hope this helps Yall out.

 

Sure wish some of you boys would go on and get a set and tell the rest of us what the real truth is.

 

Anyone you know of using the JESEL roller rockers for 2-V MOD blocks ... ???

I'm researching that too. Hopefully they will go down in price. If not, I might solicit volunteers for a group buy / group discount.

 

Have you been following this thread?

http://www.moddedmustangs.com/forums...o-i-go-24.html

Yellow is making ground! Sounds like the factory intake is holding down the numbers along with the cams. He said he likes them even with the air flow restriction.