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{USERNAME} wrote: {USERNAME} wrote: {USERNAME} wrote: What's the engine spec's that Keith is building the engine too??? He likes his AFR heads and also likes to push his own CNC Brodix head's... Dart SHP Block, Eagle 4030 Crank, Eagle H Beam Rods, JE pistons, AFR 205cc heads. Cam will be comp cams #35-306-8. Duration @ .050 224/230 Lift is .568/.578, LSA is 114. Should turn out at 9.1:1 compression. I was already looking at the AFR heads, so it worked out well that he's also a fan of them. I think he get's core's from AFR and CNC ports them in-house but not 100% sure... Did he offer you their Brodix 210cc head at all? They were pushing my mate to go Brodix as they said it was better... Nah, no mention of the Brodix heads. I asked straight up for the 185 or 205cc. I think you're right - they get the raw heads from AFR and do the CNC in house. I asked him about opening up the exhaust side a bit more for the blower and he said that they'll CNC to the maximum spec in house. If you see the AFR price lists they do list the unfinished castings (140cc, 170cc, 190cc, 210cc) - all around the USD800 list price. I've requested flow figures on the 205's they're supplying, so we'll see what they're like.
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Have a look at the Brodix 210cc head from Keith Craft as it's kinda similar to Trickflow valve placement... A few head porter's in the US have been playing with SBF casting's and making very good number's...
I'd be inclinened using Brodix based on recent updates I've seen and would look trick with Keith Craft emblem machined on the front of the head...
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I had a look this morning and the AFR has a better exhaust flow but the Brodix has better intake flow...
http://www.keithcraft.com/item--Brodix- ... ro210.html http://www.keithcraft.com/item--AFR-SBF ... fr205.html Worth a discussion with them to see which will benefit you more...
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Yeah I had a chat overnight - the AFR 205 is definitely the best for what im doing. They confirmed that they dont use any of the AFR valve train as it's proved unreliable
 The in-house CNC nets a 5CFM gain for both in/exh at every lift point compared to the AFR advertised flow numbers.
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Alrighty - back to the transmission now. My last hope for getting a strong BTR built has faded. I quoted a reasonably conservative 550HP (surely, I can hit that, yeah?) and was told that a box can be built but the only question would be "how long will it last". Hearing that from the trans builder gives you a fair idea that it's not up for the job.
AOD(E) is out of the equation, I'm not moving the starter motor. T56 Magnum is looking like the pick. I can run an 11" flywheel and retain my stock starter position and mount with the Dellows bellhousing. Just waiting to see how the shifter will line up on the AU tunnel. They recommend using a (McLeod Racing) hydraulic throwout bearing - then its just a case of sourcing a clutch pedal and master cylinder. Maybe the Mal Wood pedal kit will do the job. $4000 to build a BTR that will break $6500+ for a C10 (3sp, no thanks!) $6500 for all the bits to do the T56 Magnum via Dellows. I priced up the full Mal Wood kit but it comes in at just under $10K 
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Have you thought about 4L80E or 4R70W???
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Nice build mate!!
What about a second hand T56 kit from Mal? These are usually pretty reasonable. Or a TKO?
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You can also adapt a re4ro3a and craig's automatics in chipping norton can do all the above mentioned conversion's expect AOD & 4R70W
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{USERNAME} wrote: Nice build mate!! What about a second hand T56 kit from Mal? These are usually pretty reasonable. Or a TKO? He does 2nd hand kits? The T56 Magnum is the only box I'm aware of that's up to the job.
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{USERNAME} wrote: Have you thought about 4L80E or 4R70W??? Avoiding all the AOD options - the starter motor needs to be moved which means issues with clearing my new extractors. I will give those guys a call though and see their thoughts. Maybe they have ways around the clearance issues. Cheers!
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Ok some quick updates!
The 363 Engine is built and ready to ship, just waiting on B&H Superchargers to package up my supercharger and send it to my engine builder so it can all be shipped across together (Thanks to Keith Craft for letting me combine shipping on their order!). If all goes well the engine and blower and a few other goodies will be Sydney bound by the end of the week. I've opted for air frieght, so it should land in Sydney a few days later. Lawrence has been great to deal with, very thorough and helpful! He's sent over some pics of a TVS1900 that's fitted to a kit he's building up for another customer - plus some photos of the larger TVS2300 that I'm getting along with some of the components for the W2A Intercooler. Thanks to Dave (dc_todd) for measuring up the serpentine configuration on our AU 5.0's (and doing it again then photographing it!!  ) . Lawrence wanted to double check the spacing on our Aussie 5.0 compared to the US kit. It turns out our sepentine belt is about 20mm closer to the block.Lastly, I've settled on the T56 Magnum conversion from Dellows.. just finalising the details with them and hopefully their kit will land in the workshop around the same time as the engine. Assuming we have all the parts and everything goes well - the LTD might be on the road pretty damn soon... well atleast compared to the previous time sitting idle 
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Is that your engine in the pictures? if so i thought your getting AFR heads?
Did they run your engine on the dyno N/A to run it in and get some number's for u?
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{USERNAME} wrote: Is that your engine in the pictures? if so i thought your getting AFR heads? Did they run your engine on the dyno N/A to run it in and get some number's for u? Not my engine - it's one of B&H's customers engines with a TVS1900 on it. I think they use the FMS 363 kits. KC can't run my engine up as it's not a complete engine.
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Any progress updates on your build bud?
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I'm expecting the engine to arrive in Sydney in the next week or two. Things didn't work out with the supercharger from B&H (story to follow later). Now looking for other options to fill these massive heads with air.
Any ideas??
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