Did you get "before" #s?

Curious if the 30 cc increase in port volume means the 270 is a Max Wedge. That's a lot of volume without the entry size being opened up.

There is a spec sheet posted over on A body forum that says the 270 heads are MW with a port opening of 2.630 x 1.340. So that might not be as big as some people make a MW opening, but I think it is close to what some of the smaller MW gaskets are.

Interesting thing is that the 270 head uses standard rocker arms. So no need to buy the 0.800 offset Indy rockers or the Victor offset rockers.

I'm planning to have the 270 heads on the dyno as soon as they ship. I don't know if Trick Flow is going to release an intake or not. If they don't then I guess I'll have to find a 400-2 Indy intake.

The Indy MW gasket is listed as having a 2.650x1.340 port opening, which is the size I make SR or EZ heads when I take them from std port to MW size.

Sounds like the TF270 is MW size to me.

That looks like a good intermediate head, especially for strokers . Wonder what price range and shipping date .

Tex

I will be buying a set of them.

Larry said the before numbers were close to written specs. I need to ask him why the exhausts numbers were so far off.

We are finally getting the '65 Plymouth to test n' tune next weekend with the 470 low deck/ TF 240 headed beast.

We dynoed the engine back in July with an Indy intake- corrected #'s were 653 HP; 630 Ft.Lb. We just switched to the TF intake upon engine install. What a nice piece! It's about 6# lighter, 1" lower and the ports are spot on with the gasket and heads (gasket matched intake).

We did add a 1" carb spacer, so we'll see what the results are at the track and will post them here in a week.

Nice can't wait to here some ET results. Any idea what the car weight is?

So @ 3950pounds I need to find over 50 horse to go from 11.40 to 11.00 ?

Thinking of swapping from Eddy RPM STD window to the TF 240.

Michael

Eagerly waiting for the 270 Port version...

In general, is there a way to figure out how much higher peak torque would be shifted going from STD to MW port? All else being equal

you could start with the Jim McFarland formula:
Jim McFarland's formula for calculating the torque peak in and engine. The formula is: the smallest CSA of the intake track x 88200 divided by the cubic inches of one cylinder.

From MaxRace Software:
a more accurate Formula is

RPM = ( 614 * CA ) / ( Bore * Bore * Stroke * .00353 )

where RPM = point of Peak HP
614 feet per second (.55 Mach)

There is a whole thread on this here:
http://speedtalk.com/forum/viewtopic.php?t=771

If everything is working as it should.....
11.40 is 115.2mph, and is 8.49lbs/hp
11.00 is 120.0mph, and is 7.52/lbs/hp

If your car stayed at 3950lbs and you did nothing to make it more efficient, then it should take an extra 60hp to make that jump in performance.

Trick Flow will probably have the 270 head on display at the Halloween Classic at Norwalk next week at Norwalk, Ohio. They always have a VERY nice tent display there. Betting they will then start working on a small block mopar head if the Edelbrock Victor doesn't scare them away from doing so.

The torque peak will move up about 25% if everything else can handle that big of a change. So if your engine has a torque peak at 5000 rpm with the 240 heads then it will move to 6250 with the 270 heads. But, you would need the correct cam, carb, intake, etc. to actually move the torque peak up that much.

Here's my grey matter 3.2 prediction.....

On a "typical" 493/505/520 bracket or hot street type build, with normal compression ratios(10.0-13.5) and cam lift/duration(.550-.700 lift, 250-280 @.050) running a single plane manifold with a properly sized carb, and the proper sized headers for the application, the TQ peaks would be within 500rpm of each other if you changed ONLY the heads and intake manifold.

Thanks for the info guys. Right now my 493 is a stump puller, single plane, and a 260/266 cam, I'll have to dig up the dyno sheets to see peak torque RPM. Just on the fence if the trade-off is worth it, port velocity of the small ports to the flow of the large ports. Street/Strip type deal.

I doubt you'd be able to swap from a "decent" std port head to the TF 270's(and accompanying intake manifold.......well, unless you used something like the Indy 440-2D ) and see much improvement to the ET in a mid-low 11 sec street/strip combo without changing something else in the car to take advantage of the bigger heads upper rpm capability. This is assuming that the current combo is at least somewhat correct to begin with.

Since Andy will have both the TF 240 and 270 on hand, maybe if he's looking for something to test, he could do that very test.
Swap only the heads and manifold and see just how it shakes out.

Right now i'm going

11.37@117.7 on an 84* day

Two Sundays ago i had 11.32/11.33 as my dial for 8 rounds in two classes.
On that Sunday it did a string of 11.32/11.33 @ 117.8-118.1
And two runs that clicked off an 11.28@118.44 and 118.12

Temp ranged from 55* to 65* throughout the day.

Does bottom 11.40's @ 117 when the temp is 86* to 88*

I do have all the stuff to convert it to manual steering.
Not sure if the WO23 scoop would do much.

Think the 240 heads are enough alone ?