Trick Flow 240 users

how you like them so far?

I think this should be the official TF 240 combo/ET thread.

Build data, car combo, ET results, track you race at, etc.....

I was looking at them at the Nats last Saturday and I have to say they are a much cleaner casting that my Indy EZ's are.
If I ever take my 493 apart I would consider selling the EZ's and get some 240's
Gus

I think you are right Dwayne, so I will start,


lo deck 512, no fill, Molnar 4.250 crank w/ 2.20 rod journals, Molnar 6.535 BB chev H beam rod's w/ .990 pins, Icon forged flat top pistons in at .005 under the deck,12.3 comp, all King bearing's, Milodon super stock lo pro 8qt pan, single static pick up to a Milodon billet oil pump,Bullit solid roller cam, Crower severe duty roller lifters, lift is .690 int/ex,duration at .050 is 271int/271ex,in at 105, ootb TF 240.s with only a check over and added Pac roller springs w/ 260# on the seat and 700#over the nose, Harlan Sharp 1.5 roller rockers, Manton series 5 pushrod's,Moroso 3 vane enhanced vac pump, TF track heat intake w/ gasket match, 1050 dominator on a 2" spacer adaptor,Hedman fenderwell headers, all MSD ignition,,,trans is a 727 with steel drum and a CRT probrake vb and all CRT sourced internal parts, has run a best of 9.89 at 133 so far in my 3150# dart in the heat at Norwalk,,,,,still more tuning to do.

Thank you for sharing. Converter and gearing? And is that 3150 race weight or curb weight?
Also ive yet to hear from any users other than you on either trick flow 240/270.

1972 Satellite
Weight was 3200 with driver old combo (440 iron headed, filled with hard block. So little lighter now
New engine B block eagle 4.15 stroker kit 11.1 compression
Out of the box trick flows 240 for roller cam
Harland Sharp rocker arms 1.7 (thanks AndyF)
Comp Roller Cam (thanks fast68plymouth) around 268 dur and 690 lift.
High volume pump with jeg cheap pan and milodon pickup (thats a whole different story)
Trick flow intake out of the box.
950 holley unknown anything about it
MP distributor
super comp headers, open exhaust
8" ptc converter
4.1 gear
latter bar car
transbrake
4 passes on new gear, converter and engine
No timing changes and little rich by looking at plugs
Passes made yesterday at Byron, il
Best pass was 10.214 at 131.04

I would like to see if someone put together the combo Trick Flow said made 620 hp. HP numbers looked optimistic, but if it makes within 30-40 HP of the numbers and curve that Trick Flow said that would still be one hell of a stock stroke street 440.

A guy who runs a Cuda at one of the tracks I race at runs a set. Not sure on his exact combo but it runs 10.40's very consistent. I'll see if I can get more info and post here. I know it's a roller cam. Just not sure on the size exactly.

What is with all the photo bucket pics that don't work?

Photobucket no longer offers free 3rd party hosting for photos and people have to pay now. I for one choose not to, so any existing threads with photos linked to Photobucket do not show up anymore. Many others are choosing to do the same so lots of good threads no longer have photos to view anymore.

The TF 240 heads are very nice. I have about 100 dyno pulls on the 240 heads using various cams, intakes and carbs. Power ranges from 550 to 720 hp using out of the box castings on a pump gas 470. Very nice casting quality, excellent CNC port work, and high quality valve train parts.

Just a few things that people have to watch out for like the different rocker arm shaft studs, different head bolts, longer pushrods and intake gasket alignment.

So are any of these heads fully ported or as delivered. I went 9.79 at 135.59 first pass w/my home ported E-Brocs at about 3200 lbs and went 6.15 @ 109 lifting a bit w/a 1.33 60 at around 3050 but have no flow numbers to compare...........

I won't get to find out until next spring, other projects taking priority and I'm sloooow. lol
67_Satellite checked a couple intake ports & one exhaust port on his bench, 319/320 @.650 -- 263 @ .650
These will be going on 463" RB with a 7.10 rod.

512ci sitting in a bone stock E-body, 3860 with driver. This is my weekend cruiser that see a track once or twice a year. Beting on it for two summers since I built it, old school and simpel.

4.25 x 4.375. B-block
TF 240 OOTB. 802-COO
10.4:1
Holley 850 DP (4781)
Holley SD intake with 1" open spacer
MP .528 with 1.6 rockers
6 Quarter "Hemi pan"
MP Dist 18°/36°
Carter mech fuel pump with 3/8" original fuel line
TTI 1 7/8 headers with full 3" exhaust

T/A 10" converter flash 4400 rpm

Rear 3.91 and 9x28 slicks

Engine has plenty of vacuum for my factory PDB and sound "stock". Best ET so far is 7.29 x 94 MPH.
I hope for one more day at the track so I can do some more adjustments before I change camshaft.

I've got 15 runs with my Trick Flow heads. It's a very mild street/strip car: 68 Charger, 3715 lbs with me and a little over a 1/4 tank of gas.

440 - 030 over
Trick Flow heads shaved 30 thousandths for 10.8:1 compression.
MP Purpleshaft 280 cam
Crane roller rockers, Manton pushrods
Eddy RPM manifold topped with a Holley 850
1 7/8" ceramic headers, 2.5" X pipe with cut outs
Full MSD ignition
3.55 gears, SS springs, 2500 stall converter, Hoosier Quick Time Pro tires

Best 1/4 mile so far: 11.65@117.49 with a 1.66 60'. There's still a little more ET to be had. I'm spinning pretty good off line still.

Here's mine,
1970 Cuda weighs 3490
446 ci RB 10.5 compression Pump Gas
Stock 440 steel crank Icon pistons and Scat Rods
Victor Intake and old style 950hp (small venturi)
260ish solid flat tappet cam ootb 240"s with Smith bros push rods and Harland Sharp 1.5 Rockers
2" Hooker super comp headers and 3" exhaust with Magnaflow Mufflers
8" ATI converter
Its ran a best of 10.42 @ 127 @ US 131

sorry, guess I did forget a few thing's of importance,,that is race weight, the converter is a Ultimate 8" at 5200 stall, shifting at 6600 it appears it is going across the stripe at 6800, 4.56 gear's in a dana and 14X32 Phoenix out back, I still haven't optimized my timing, jetting or shift point's yet, also have not touched the suspension from when Holt's set it up for the smallblock, like I said before these heads are ootb un touched except for different valve springs and guide check.

Double OO that is a really good time for such a mild build. I ssume a lot of it is in the suspension. Care to share the set up? Gear, suspension, tire/wheel size, etc... Is it a ladder bar car?
thanks

It is a ladder bar car. It has RMS upper arms and strut rods up front with Strange single adjustable's. Has strange double adjustable coil overs on the rear. It has 30x9 bias slicks on a 10" rim. I've tried 4.30 and 4.10 gears and it's ran the same ET. I've also had another converter in it and it changed the 60 ft but still ran 10.43.

I plan on putting some radial slicks on it and opening the headers at some point to see what I can get out of it.

I should also say both my converters are pretty loose so I believe that's the reason it wasn't affected by the gear change.

Lift? or its top secret?

.619

What timing is everyone running, right now I'm at 34 deg

Sorry to go off topic but is trick flow thinking about sound a small block head as well?

I am at 34 deg myself.

I'm at 36 deg. Never tried anything else though.

I started out conservative with 32* then bumped up to 34*, seemed to help a little but it was hotter and more humid when I bumped up than it was at lower temp and humidity, I am going to try 36 after I do some other tunin'.

I personally have not heard any talk of it.

Second hand information that I have says TF tried to do a small block Mopar head and gave up on it. I don't know any specific information but I did talk to a guy who said he knew about the head and that it the project got cancelled for some reason. Not sure if it was a technical reason or a marketing decision.

I know there has to be more than 5 guys that are running these heads.

When I talked to the Trick Flow guys at Norwalk 4-5 years ago I told them that the big block Mopar market was pretty flooded and there was more need for a GOOD small block head. He asked if his Friends could join the conversation and 5 of us sat there for 30 minutes BSing. Several of the employees thought the same thing but it was to far along to do anything about it. They will sell some heads but there are only so many big block Mopar guys.

68 448 RB Squared and Zero decked with CR @ 10.7:1
Custom Lightweight Race Tec Pistons, factory turned steel crank, factory LY rods with ARP rod bolts, Comp XR 286 HR Cam, Trick Flow Roller Lifters, TF 240 Heads, Mancini 1.6 Roller Rockers, Smith Bros Push Rods, Holley Street Dominator, TTI 1 7/8 Ceramic Coated Headers, 6 quart Hemi pan, 391 gears. Have not made my mind up on a Carb yet. T-56 Magnum 6-speed from SST with Hydraulic Clutch.

I started the project, and funds dried up.
I got all the top end, Lunati Voodoo Solid Roller cam #40230732LK. 273/279 adv. 243/249 @ 0.050" Duration, 0.578"/585" lift @ 1.5:1 ratio,
110 LSA, 106 ICL. 0.61653"/0.624" @ 1.6:1 rocker ratio. 0.016" lash.

Trick Flow TFS-6161T784-C00 Heads. Had the heads checked out and flowed and they were good to bolt on out of the box and flowed almost exactly as advertised. Using the TF recommended HS 1.6:1 rocker arms.

This will be on a 505" stroked 440, with the 27cc dished pistons (around 10:1 compression.)

I figure this should be close to 600 HP?
Using the Holley Street Dominator for hood clearance, so it might cost some power? and also using the FI Tech Go EFI 8 Power Adder Plus 1200 Fuel Injection.

I don't think the 215 wide BFG street tires will last too long

Even 275 drag radials have problems with this type of combo on the street. Brutal torque!

I had the opportunity to take my car to the track this saturday. Last time I was at the track I remember to check out my A/F gauge the last pass and It was lean on WOT.
Now I made tree passes and every time I put in bigger jets and it responded with higher Mph.
New best is 7.19@95.61

They seem to be okay. The owner has never even driven the car yet, but, .030" over 440, 3.75 stock stroke. 9.9:1 compression, six pack, 590 HP and 574 lb-ft all before 6,000 rpm. 574 lb-ft @ 3,500 rpm and 502 lb-ft @ 6,100 rpm. I think it will move the Road Runner if he ever starts and goes someplace with it. Busy making it pretty.

It would be interesting to see a set of 240's used on a high cr stock stroke race type build with a high rpm intake manifold to see where the peaks occur.

Based on the TF 240 CSA measurements that were posted HERE, I'd say it's going to be RPM-limited comparable to a non-MW Stage VI port.

Where did you see the peaks for the bracket Stage VI combos you built in the past? I know my "less serious" stock-stroke build was 6300-6400 for HP and 5000-5200 for torque.

On the dyno my 470 was still pulling and making power at 7000 w/the standard port window RPM's w/around 228 cc intakes and I too am curious about where they would peak w/a fairly stout solid roller...........

I built a 13:1 rb451 with 300cfm rpm heads that made peak tq at 5800, peak hp at 7000...... Be curious to see how similarly built motor using the 240's would turn out.

Ya, me too...........

Yes Mick on here ran a 3.75" 440 in his Dart with 12.7CR, MCH Eddy's@320cfm, (very similar to 240's), Victor intake and a 1050 but ran a puny DC.590 sft, that got shifted at 6350 or would slow and was going flat at 6750 through the traps, he had the chance at my old .650" Comp sft cam for no money which would've woke it up a bit but didn't bother, couldn't persuade him, shame, might've got it in the 9's on motor I reckon, only needed a 1/10th and a bit. No cars with 240's on them here that I've seen, I think were a bit behind the times and slow to catch up to quality head use on the 440>493 size motors.

I'm still waiting to see the 240's in a similar combo as mine go 6.15 like my last pass although I did lift just a bit at 109 mph instead om my 111.78 all out pass prior to that...........

My only wish is for TF to build a dominator flange manifold so as to get away from the 2" adapter, somthing tells me that would pick it up a little, maybe I need to start hitting the swap meets and find a dommy flanged M1.

At your weight mine would run close to that only less cubes, less compression, solid flat tappet and 4150 carb. These heads perform really good for OOTB.

I was checking these heads out at the NMCA race last weekend and I like them but not that I know what to look for but the rocker pads an ports looked great.I have a couple pics but some are the 270's

let me know what is the 240's

I would like to see some results with the 270 . As the 240 may be maxed out with a stroker ?
Still good to see the current 240 results

Tex

Right on............

270 vs. 240 dyno test: http://www.hotrod.com/articles/dyno-day-trick-flow-270-mopar-heads/

thanks Andy ,
so there was 25HP gain with the bigger head , same non MW intake .
I presume there may be more with a 496/505 . Even if a little less exotic build than yours .

Tex

My gut feeling is that on a "higher effort" bigger cube stroker, the smallish exhaust port and valve is going to become a problem...... But it's certainly possible that point may be farther up the hp scale than I imagine.

I could put more compression in my 470 but then I need to run race gas. I'm at 750 with pump gas and the stock block probably doesn't want to see more than 800 hp so I'm thinking there is no reason to try it.

I could put the 270 heads on my 514 engine and see what happens. That engine is 15:1 with the EZ heads. I think the 270 heads would fit on there but I'd have to double check the dome clearance since the combustion chambers are a little different. I'd need new valve springs since the 481 lobe with the 1.65 T&D rockers is about 0.800 gross lift. I think the 270 heads have enough valve length to handle 800 lift so that shouldn't be a problem.

Be interesting to see what would happen though. The engine makes 900 hp with the EZ heads but I don't think it would make that with the 270 heads. Probably drop at least 50 hp, maybe more.

The TF don't seem to have any problem with getting 2" installed height, so I'm sure finding a spring to accomdate the .481 cam and 1.65 rockers wouldn't be too hard.

I’m late joining the thread but.... I’m building my 70 GTX 440 4 barrel. It had 271 peg leg gears, and the original engine recently rebuilt with “flat top” pistons and no valve reliefs cut into them. Purple shaft .509 cam, factory intake, 906 heads and exhaust manifolds. It sounded good but, the power SUCKED!!!!! My winter project 2 years ago was replace the gears with 3:55 sure grip gears in its 8 3/4 rear, moser axles, 4 wheel disc brakes, firm feel suspension and sway bars. It was better power wise but not good. My 340 duster was MUCH quicker. Soooooo, this years winter project started as a simple intake and carb change (Edelbrock 800 carb and Edelbrock performer RPM intake. That has turned into pulling the heads as well and ordering TTI 1 7/8” headers. Well, it does have flat tops with no valve relief but.... they sit .115 in the hole!!!!! I’m pretty sold on the trick flow power port 240 heads and by my calculation prior to pulling the heads I though I’d have to run a pretty thick gasket just to get the CR down to around 10.5:1. That was my target CR any way. Now, I’m having to run a .036 gasket to get a measly 9:1 CR. I thought about pulling the motor and changing the slugs to some better slugs but time and my wife both say ENOUGH!!! So.... short story long, with my CR as it is, 9:1 the TF heads are 78 CC and the Eddy RPM heads are 75 CC and would bring the CR up to about 9.3:1. Would the CR be worth the lower flow numbers that the Eddy’s have or will the better flow and marginally less CR be better? It’s got 3 inch exhaust and an H pipe.

As with many things, it’s not necessarily as easy as A or B.

With the Eddy heads you can likely reuse the rockers and pushrods, and if you already had arp head bolts with the stock heads, you’ll be able to reuse those as well.

The TF heads will require those items be replaced from the different parts than you used with the 906’s.

So, while the TF heads are a better bang for the buck, they do cost more than the Eddy’s.
And, l you may have to buy some parts that you could possibly reuse if you ran the Eddy’s instead of the TF heads.

On the other hand, if you were running oe rockers/pushrods/head bolts, then you’d probably want to upgrade all that stuff with the new heads anyway.

I would pull it apart & fix it with the correct pistons & use the TF heads, but hey its easy to spend others money.

i've been wondering, what would be the difference in the torque peak or curve with the 210cc eddy heads vs the 240cc trick flows...

would it be enough difference to even consider?

IMO...... that would definitely fall into the “it depends” catagory.

Not sure if your car is auto or 4 speed, but that 509 cam will not like anything less than a 3800 converter. I just switched my stock stealth heads (which most likely flow better than your 906's unless yours are well ported) over to Trick flow 240's and Im thrilled with the change.. I dont have track or dyno results, but seat of the pants meter is showing big gains. I changed cam too, but not a huge change in cam size. If you just changed your 906 heads to TF 240's it will make a substantial improvement in power, even w leaving the 509 cam. But definitely address the converter issue, unless its a 4 speed and in that case, proceed. Good luck

Tony, sounds like you should update your engine thread!

^ agreed !

Hello all, I’m prepping and tuning my combo with the 240’s. I’ve been watching and I’m ready to jump in for advice. Looks like it’s been a while for any replies here, but I’m keeping with fast68’s idea of making this the TF go to post.
446, TTI 2” primary, 10.9 cr, stock 240’s, solid flat tappet 268/272 @ .050 with .600, M1 untouched, 950 Holley, 4900 stall from Lenny, 4.10, 27x10.5 qtp. 3900# with me....she’s pretty thick, I know. 67 GTX
I’ll update with my new runs. As an FYI, My 2nd run ever on this combo at LVD in NY last October went 11.89 @ 115 (1.77 60) through the mufflers with a lean out condition at about 200 ft or so from the finish. That’s been fixed. Just left her in drive, launched at 1500 and let the trans shift itself at 5900 for mild initial testing.

A simple question to start with: what brand and number plugs are being run, and any recommendations for me?

For pump gas I use NGK 6987 plugs. Those are a 6 heat range OEM type plug. I think they are factory on the Jeep 4.7 engines or something. They have a projected tip and a wide gap and they seem to work pretty well in anything I run.

10.9cr...... you’re in the NGK 6 and 7 heat range area.

7’s will likely be a tad cold for street duty.

Thank you very much gents. It’ll be a couple weeks before I can get to the track but I promise to keep this updated with track results.