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| Waggin |
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Hey Guys,
I'm currently piecing together parts for my 363 build and lanning to bolt on a Kenne Bell twin screw. I realise N/A that the AFR 185cc Competition heads are the pick of the bunch for a 363 but should I be looking at the AFR 205cc with the PD blower. Surely the boost off idle will compensate for the potential loss of torque on the bigger heads? Note that this car weighs 2,000kg and must be streetable. I'm very happy to sacrifice 10-20kw up top if it will guarantee a visit the chiropractor every time I accelerate off the traffic lights 
_________________ WAG363: AUII LTD Supercharged 363 Dart Stroker [Supercharged 363 LTD Build] |
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| Johnson stroker |
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new block time huh... Whats the condition or internals of the short motor at crescent like? What are the internals?
I know you are going a different way now, have you spoke the Brett about his Dart block that is parked at your vehicle storage yard? No info on the heads, there are wiser people than me that can give you correct info.
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| Waggin |
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The 347 is fine. Clearances were checked today. Bores need a light hone to remove surface rust and as a precaution a new set of rings. This could be yours for $1200! Fact is I'm already pushing 270rwkw with my heads and blower. Add in the extra 40 odd cubes, extra 5psi and intercooler and in less than a weekend I'd turn it into 2x 2.8L I4's
_________________ WAG363: AUII LTD Supercharged 363 Dart Stroker [Supercharged 363 LTD Build] |
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| EB-5LTR |
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im interested in an answer to this question as well. Just from doing a bit of research a 205 head would be better all round on a 363 n/a or supercharged, if your parts match.
Im lead to beleive that if you pick a right cam, that you wont have any issues with low down power. You can make a big head work so long as the cam is done right. Look at the holden 6.0l's, there heads from factory flow over 300cfm and still retain good fuel usage on a small cam. If there pushrod engines have big flowing heads why cant a 363 windsor have the same? The only things really different is the head design with canted valves which we can get on our Trickflow heads and a smaller base cam circle that only has a slight advantage over a windsor in upper revs. Also look into trickflow heads, anything trickflow 185 and 205 compared to the afr on a stroker seem to make more power even with a lower cc on an article somewhere. |
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| Waggin |
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EB-5LTR wrote: im interested in an answer to this question as well. Just from doing a bit of research a 205 head would be better all round on a 363 n/a or supercharged, if your parts match. Also look into trickflow heads, anything trickflow 185 and 205 compared to the afr on a stroker seem to make more power even with a lower cc on an article somewhere. Yeah, well the AFR 185cc Competition heads are by far the best pick for a N/A 363 (without looking at the other vendors atleast). Compared to the 205cc they will sacrifice just a few hp at the top with plenty more torque where it matters for us streeters. I've never done anything with Trickflow stuff before and just haven't really bothered to consider their kit. I'll do some research, thanks 
_________________ WAG363: AUII LTD Supercharged 363 Dart Stroker [Supercharged 363 LTD Build] |
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| Waggin |
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Oh and here's an interesting read which is basically the same question, but for the 302cui (AFR 165 vs 185)
http://www.airflowresearch.com/articles ... 2/A-P1.htm
_________________ WAG363: AUII LTD Supercharged 363 Dart Stroker [Supercharged 363 LTD Build] |
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| xafalcon |
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IMO any PD supercharger, especially a KB high efficiency style, does not need big intake runner volume. I would use the AFR competition 185 heads with the larger 72cc chambers so you can get closer to a flat top piston design. I'm sure others will have different views.
I currently have a B&M supercharged 302 and am soon to build a 6/71 supercharged 302 using the Boss 302 block with AFR 185 heads. Hampton have a well priced kit. I decided to use boost rather than cubic inches to reach my power goal, hence the stock stroke.
_________________ XA Faimont 351C, AU2 XR8 Manual 5.0, DA LTD 5.0, Mk1 Capri 5.0, 1995 Mustang 5.0, EF2 XR8 Manual, EF2 Fairmont Ghia 5.0, AU3 XR8 Auto, AU2 XR8 Auto, AU2 XR8 Manual Ute, TE Cortina 5.0 Manual, DU LTD 5.0 soon to be manual |
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| XR9UTE |
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Depends a bit on the size of the blower.
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| Waggin |
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I'm looking at the Kenne Bell 2.1L Blowzilla.
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| XR9UTE |
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I'd stay with 185's in that case.
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| Waggin |
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Ok, fair enough. Is it worth looking at Trickflow heads too?
The KB will bolt straight onto the Explorer lower. I've seen some pretty good results from porting these lowers to flow the same as the AFR 185's. I'm guessing this would be a "must do" ?
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| xafalcon |
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I would stick with heads that have conventional in-line valve locations. AFR heads are excellent as you have already noted.
_________________ XA Faimont 351C, AU2 XR8 Manual 5.0, DA LTD 5.0, Mk1 Capri 5.0, 1995 Mustang 5.0, EF2 XR8 Manual, EF2 Fairmont Ghia 5.0, AU3 XR8 Auto, AU2 XR8 Auto, AU2 XR8 Manual Ute, TE Cortina 5.0 Manual, DU LTD 5.0 soon to be manual |
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| TerroristGHIA |
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You know my thoughts on heads, Trickflow for the win. For your app i would look at the 205cc TW, but i am very biased.
I also have a rotating assembly and dart block for sale for the right price, but its up to you. This assembly was specced to make 1000hp@ the wheels with the right blower/Turbo combination. Brett
_________________ The Terrorist ED Retired due to RUST. |
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| XH5LWEPN |
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I'll be running the RHS180 Alloys on on my 363ci with the KB 2.1L.
As xafalcon and Pete said, you dont need a large intake runner with the PD blower. Plus the KB isnt a high revving blower, it generates ALOT of heat, even at low-mid RPM's, let alone peaking 6000rpm+. If i can make all my power, plus mountains of torque under 6000rpm, i'll have acheived what i was aiming for.
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| Waggin |
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Yeah, fair enough. Sounds like I'm in the same boat as you - just after a street torque monster.
I'm looking at intercooler options for the KB or just going all out on a B&H kit instead $$$$$.
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