FLOW NUMBERS vs DYNO vs DRAGSTRIP ET SHOOTOUT: with the AFR LS3 ENFORCER HEADS! 

Boy you really pulled this one off well!!!!!!

You killed it. No bull like DV says! Now the cam!!! I can’t wait for you guys to prove this point. I want to see this so bad I can’t sleep. This is a great team effort and hopefully you guys show all. Love it! 1

Great test Andy ... the attention to detail is greatly appreciated ... no games no gimmicks just an honest test thanks

Really looking forward to the cam swap! Keep up the great work, much appreciated!

Love the comprehensive testing Andy! You, David, and the rest put a lot of effort into your builds and it really shows! Keep up the good work!

OUTFREAKINSTANDING as always

Great information. Love the end to end testing!!! What we all want to know.

Awesome video Andy! Lots of great information there.🏁

What you proved is how great the stock LS3 heads are ! No need to spend all that money for aftermarket heads !

The high Port design is the major contributing factor to LS efficiency throughout all these cylinder heads Line of sight to the back of the valve trumps all the earlier low port designs from all the manufacturers with 1960's origins

You have eaten alot of humble pie my friend. Thank you.

I will be watching. The cam swap has my interest.

Thanks Andy. This was a great real world test. Comparisons get a little more complicated in the real world but that’s where we live. Showing all the results and explaining what you thought was going on is why I watch you and David’s channels.

Good video. A lot of people don’t realize a bigger portion of does not mean bigger numbers automatically. There is a reason Cleveland guys put epoxy in the heads. It’s about HOW the air flows not how much air it flows necessarily

Great video!!!

great video man!

Im anxious to see what the proper cam will do with those heads

Good video Andy, I like the real world testing after doing all your “homework”.

I agree on the camshaft between the two. If anyone has questioned it. They need to refer to DV's book. That's where I learned from.

I’m an Oldsmobile guy, but have been playing around with small and big block Chevy’s the past couple of years. Much more ROI. Seems like when guys jump to the LS (and the subsequent evolutions) they rarely go back. The “not yet…” is where I was at a few years ago building Olds motors (I still love ‘em though, and have a 455 slowly coming together) Great video, hope to see what camshaft goes in and what the difference is!

It was like pulling teeth to get a 110lsa cam for my jy 5.3 back in the day. Everyone thought the wider lsa was needed. 114 is just insane on a performance application! Especially with the stroker! My guess is it will end up with a 108-110, slightly less duration and more lift after dv and andy spec out a cam.

From one Ford guy to another, it's OK to like the LS motor, Andy. It's not a GM Vs. Ford deal anymore. It's american iron vs. the imports. Ford ,Chevy and MOPAR engines are our heritage and sadly, we are in the final chapter enjoying them. I run a 6.2 LS in my boat despite owning Fords exclusively on the street. I am not conflicted at all. Ford has nothing to compare in regards to the mix of displacement, availability, power potential and weight.

The 114 , 110 & 108 LSA cam test😮.

can't wait to see it with a properly spec'd cam, keep up this great work, I'm looking at a very similar build for a drag/drive car eventually

Hope to see the results of the new cam. Everything needs to be in balance.

I was a all motor guy not now I'm huge into power adder and loving it

Great vidja Andy awwwoooo 🤙🏼

Tough to make a back to back comparison on a chassis dyno with a loose converter. I mean that motor could have been held at 7k rpm for the entirety of both pulls and your dyno chart is basically just mapping converter efficiency.

Thanks Andy 🍺

I plan on getting some for my 3/4T truck. They will be perfect for this 4x4. Coupled with that Howard's 270 cam, 110+4, and a clean trans and engine tune, it should be plenty enough.

The combustion chamber on the ARF heads should be better than stock ones and the sparkplug location...

I think gm raised the short side to raise the air speed so they will still make power at low rpm.

Awesome video Andy, very informative. That sure was a strange curve for the AFR heads on the chassis dyno. 🤔 Valve springs perhaps ?. .. airflow restriction of some sort ?.. definitely odd.

The LS head is an inline valve, mirror image copy of a 4V Cleveland. Even the bore spacing, deck height and oiling system passages are similar. Coincidence?

Nice job Andy and friends. You should revisit the Clevland, with modern heads and a few simple oil mods. cheers,

I think you’ll find with todays engines the runner size is less important as far as being to big. Reason being is the long runner manifolds. I’m a guy that’s very cautious of runner cross section. I have a dyno shop and see many combinations roll through the door. The difference between a ported smaller runner 243 (232cc) and a ported ls3 (280cc) is like 15-20 tq at 3000-3500 and after 4500 it’s all the same. I will say they drive different. Smaller runner is snappier on the hit or part throttle but in a drag race there’s very little difference. Now put a single plane carb on those two and you will see some results

To me the drop off on the dyno curve looks to be a problem other than just the wrong camshaft.

Andy , why not a weather baseline to compare different days , as like DV's Mustang ,,, ?

i love this idea and the test method but with that many cubes and big duration I would guess a more appropriate intake manifold would give the big valve head a bigger aadvantage up top and at the drag strip in such a light vehicle

Do the two intake ports have the same centerline length? If not, volume (cc's) can't be used to compare the efficiency between the two.

Andy What were the results at the track before and after?. I can not read the time slip. Don't assume we know what was before.

John Kaase alway said he built and designed heads on the dyno not the flow bench.

Were the AFR heads flowed before or after the deck was cut ? and were the chambers previously 72cc ?

If you change cams, swap the stock heads back on to quantify gains/losses

What lobe sep would the new camshaft be ?

Top end could be pushrod length/lifter preload variation?

Btr cams, what is the name of them?

Tire burnout smoke says NO HEADWIND. Same time slips = no change. When will the new spec'd cam go in??

You never said how much the seat pressure was or the open pressure?

It is a new generation ls, hemi, chayote

So...... The dyno graph says the afr heads picked up low rpm power, then lost 11hp peak-to-peak. More than 11hp losses to the afr above 5400.

Isn't it the general rule that 10hp =.1? Also, if we compare the two curves for area under the curve ( work and rate of work) and not just peak HP, they looked fairly equal ... I'm not sure this was apples to apples either as the valves sizes were different. Not to knock what y'all did, just thinking out loud ...

232/240 115+3 610/610. I spec custom cams. Your events are wrong in your current cam. Thank me later. Smaller cam. But bigger gains. You are overscavenging and i/e ratio is also quite different when you avg it out from oem to enforcer.

Now spend an hour with a basic cleanup porting of the stock heads

The afr heads lost more than 11hp over 5400rpm on a 416 inch engine. Do the afr heads lose more or less hp on a 6.0/364 inch LS?

The camshaft is ground on 114 but installed on a 111 lobe center so as far as the intake side is concerned it's a 111 lobe center camshaft ..... For the HP you are making the engine is using less than 250 cfm so I would expect the intake is the restriction to Flow ..... The nose over and you cutting the heads makes me wonder about port match ...with the new afr heads you have some high airspeed problem causing it to drop in power ... Something is not right in any case because the power curve with the new head is not a smooth curve and that's not because of the camshaft unless you are heading into spring bounce

Whatever happened to those guys that bolted LS heads to a Ford short block, did any of those guys get that mess running?🤔🤷😎👍

Well Andy don't that it's not a bbf ls motor s can't hardly compare to a bbf honestly

I told him btr cams are trash

👍🏼⛽️

Let's review: 400 + inch LS, 2900 pounds, 6.60 1/8 th mile, not good HP.

Btr doesn't believe in lsa. I'd never buy his camshafts.