Will be available to buy in a couple of weeks
They have been produced and are sitting around assembled at Trick flow
They plan to dyno a set yet this month on a 408 test mule. Didnt think to ask Howard how the 408 was setup
Heads should be from 1900-22/2300 bucks fully assembled
The top range will have quality solid roller springs and ti retainers installed.
Intake is going to lag behind by a little bit

Thanks for the update! I'm curious to see the numbers.

Subscribed...any particular vendor be getting them before anyone else?

Keep us in the loop

I would guess Summit as a mass retailer. They have close ties to TF.

You could say that.
Try a search for “trickflow.com” and see what pops up in your browser.

Yeah, they own them.

Wow...well there ya go...guess that answers that question...lol

Any update on the release date?

Should be soon. We have a set on order and Summit said they would be shipping in April.

It would be interesting to see a back to back test vs the pro maxx shockers.

I called Promaxx last week because I was interested in the cnc'd heads. They said 4 to 6 weeks before they would have any sb Mopar heads.
Im also curious about the Trick Flows. Maybe they'll be out one day...

Pro Maxx must have sold out of them, a local shop has a 408 going on the dyno in the next few weeks with them and are shooting for 600hp. The heads look good and CNC work is nice.

Any ported aluminum replacement head better make 600 on a flattop shortblock with some squeeze
Even with a healthy flat tappet.

They start getting shipped Fri.
People will have them in there in hand next week

On our local Dyno I don’t think I know of a pump gas small block that has gone over 600hp unless it had some of the moved push rod W2 or Indy heads on ...I’m assuming if this one can do it with the pro max heads the trick flows should be around the same.

A zero deck stroker motor with flattops will be well over 12 to 1 with these heads.. it should make over 600 with a suitable cam.

Most of the small block builds around here are pump gas stroker 408-416 inch jobs with a max at say 11:1 that make under 600hp...after that they jump up 700hp and up stuff with big heads and aftermarket blocks. I don’t recall anyone I know really building at 12:1 stroker with a stock style head, this is most likely because it would need race gas and not really make a bunch more power....I’m going to see how this pro maxx stroker does on the dyno before I buy a top end for my stroker.

A 12.5 to 1 stroker will ET a lot better than than a 10 to 1 stroker.
I could care less about having to run race gas. It wont be a daily driver. Might run 100 gallons of fuel through it a summer. Thats700 bucks. Thats putting around town and racing maybe 8 outings a summer

IMM has pictures of the new cylinder head on their Fakebook page.

I’m gonna order a set for a solid roller build I’m workin on. I’m only at 10:1 though. Don’t wanna go more than that really. More street than strip.

I’d put some compression in it and just turn the timing back on the street then bump it up with good gas at the strip

I just don't get it. 191cc, why?
Basically where all these stock config heads are coming in at, and it's just not enough.

The Air Wolf 220's have enough volume to support 600+ horse without big compression and without a big roller cam.
He's been out of business for years and no one has duplicated the effort...WTH?

Anyone that has talked to the TrickFlow guys will know they aren’t idiots. 80% or more of the Mopar guys building small blocks will be happy with these. I’m just hoping they offer a better head in the near future

I talked to Dwayne about these heads couple weeks ago.
He said a well done, zero deck flattop piston stroker with a good flat tappet cam will make 600 falling off a log with these heads if they are any good. And initial reports sound like they definately are good
I have no idea what else somebody could want out of a direct bolt on factory replacement head.
90% of small block guys would consider that stout. That is the class Trick flow is teaching to
The more exotic offset stuff most tight wallet Mopar guys are just are not going to buy in any numbers to make such a product viable.
These heads should get a typical bracket A body car in the 9’s without anything exotic. That accounts for most all of the market

Not to draw away from original poster's intentions, but... what I'd like to see is comparisons between Eddy vs Trick Flow. I'm building a 410 with CR about 9.5-10 (Hughes kit, engine partially built)... camshaft (flat hyd) still to be determined ...wanting wide range rpms especially strong mid-range and ability to run strong higher rpms (I do pylon AX, HSAX and road course lapping sessions).

My purchase is on-hold until ~mid-summer or end of this summer, maybe into early 2020... maybe the EDDYs are simply established and proven.

M


Edelbrock heads and TrickFlow heads shouldn’t even be mentioned in the same sentence. Edelbrock heads are poor quality and max out at 243 cfm. TrickFlow heads are nicely set up with several options, cnc ported and flow over 300 cfm with several options offered

^^^ Yep.

What heads have the HR springs on summit?

UPS just left a box from Summit....weights 61 lbs....

I'm about a month or some from ordering...pics...specs...rocker arm/ pushrod data...inquiring minds wanna know...

Took them out of the box....photos thats all

Are you going to get them flowed or just bolt and go?

We ran a 408 on the dyno today with a set of the Trick Flow heads. Engine had a Performer RPM intake, Holley Sniper setup and a 230/236 hyd roller cam. It made 450 hp and 490 torque. Not bad numbers for sweet street engine. It idled super smooth with a ton of vacuum and was a very quiet and smooth engine. Should make a great cruiser for the guy. This is the first set of these heads that I'd seen. They look like they'll make a bunch of power but this was a street engine rather than a race engine. Anybody else have some numbers to share yet?

Interesting question but it will take a while before anyone does that sort of test. You probably need to talk to Hughes Engines or maybe Brian at IMM to get some A to B comparisons. Not sure how many folks even have the SB Trick Flow heads on the dyno yet. The engine we ran today is the first set that I've seen.

Morning Andy, was this an LA or Magnum engine and what was the rpm operating range, thanks!

LA engine. Peak power was around 5200 rpm, I don't remember where the torque peak was. I was just there to help tune the Sniper setup and I didn't keep a copy of the dyno sheet. Should be a sweet engine in a street car. I think the customer had a Duster 340 that it was going in to.

Here are a couple pictures of the engine we were working with.

What size are the headers?

I think those are 1 3/4 Schoenfeld sprint car headers but I bought them a long time ago so I'm not positive.

The Trick Flow heads might be too new to tell but based on the little bit that I know now I'd say the engine you are describing would be better off with ported Edelbrock heads. If you're willing to go with a solid flat tappet cam and rev the engine up past 6000 rpm then maybe the Trick Flow heads would be a better deal. The porting on the Trick Flow heads is super nice but the extra volume in the runner might kill off too much torque for what you want to do.

Did Trick Flow ever dyno that 408? I haven't seen any published numbers from Trick Flow yet.

Those heads look really good and if OOB they are flowing over 300 they work too! I bot a new set of eddys MRL worked over and he only got 280 out of them.

A Comp 292H flat hyd cam runs pretty good in a 10-1 stroker with enough head. It comes on around 2500. That is what I was running in the 416 before I switched to a solid roller and those new eddy's. Have not ran it yet with the new heads.

Not that i have heard

I would go with the Trick Flow. I once ran the Indy 360-1 ported flowing 325@.700 with a large roller cam 268* .700 lift and I had no problem with low or mid power. I did run a loose vert@5400 stall. Not sure what's required in stall for your style of racing, but if you can run 8" similar to mine I don't see a problem with Trick Flow. My 67 Barracuda with a 408 ran 10.38@130 at 3300lbs on pump gas(11.3:1), so it was about 580+hp. Best top speed in quarter was 131 on drag radial. I would be willing to bet the Trick Flow heads have much better flow numbers down low and mid lifts than my Indys had. Hope this helps

Not seeing 302 cfm.
Out of the box.
.100=75cfm
.200=136cfm
.300=201cfm
.400=251cfm
.500=280cfm
.600=283cfm
.700=283cfm
.800=283cfm

Modified port and chamber
.04 removed from common wall from .15 behind intake face to behind headbolt buldge.
Raised roof .175 tapering to nothing right at the guide boss.
TF 2.08 X 8Mmm valve and 8 mm guide.
Widen comb. chamber to 4.06 and move back chamber on intake side
.100=80cfm
.200=151cfm
.300=219cfm
.400=263cfm
.500=291cfm
.600=293cfm
.700=290cfm
.800=290cfm

Still trying to tickle it's belly to get around 310 at .650
Valve job from TF was hanging off the edge of the valve on the supplied 2.02 valve.
Flow test was done with 2.08 valve and guide change with valve seat as it came from TF
seating on inside edge of 45 on 2.08 valve. So valve job to center seat in 45 will probably pick up 1 to 2%
A 2.055 valve would center the valve with valve job as shipped from TF

Not complaining. I think these are as good as the best ported eddys out there, out of the box. Plus with a different port entry plate as TF uses they may make 300cfm. Just posting what I have observed. Dan

Thanks for the info.

Would you happen to have used a 300cfm test plate on that bench at some point?

As I’m sure you’re well aware...... different benches often = different numbers.

Did you test the exhaust?

Exhaust on un-modified chamber was avg 5cfm less than TF flow chart. On modified chamber it ran 5-8 cfm more than advetised, as there is .06 more room on the shrouded side. Exh. port flows so good I will not change it at all. Exh. was 250cfm at .700". My old 587 cast iron heads couldn't muster 190 cfm, with a pipe and car ran 9.60s so I see no need to do anything to exh, except to put in a 1.60 8mm stem valve over the 1.57--11/32 valve supplied to save a little weight..
An interesting note, the TF ford 2.08 x 8mm intake valve weighs 109.5 grams, which is what I bought to put in the TF mopar head vs the as shipped 2.02 valve that weighs 123 grams. Bigger and lighter. Sure seems like a win--win scenario.

The exhaust might flow too well for most off the shelf cams.

Why would you make the exhaust valve bigger?

When you flowed the ex did you use the same size flow tube TF did?

So it looks like OOTB the TF small block head flows very similar numbers to what a BIG BLOCK Edelbrock or even a mildly cleaned-up W2 flowed when they were first introduced. Pretty impressive IMO for a true bolt-on head even if it takes a little bit of clean-up and an inexpensive 2.055" valve ( I presume they are 11/32 stem +~.100 SBC valves) to get a true 300CFM.

If your .400 lift numbers are anything close to 260-265 on a wedge motor it's going to be a really good broad torque street head, the valve stays open at .400 or above for a lot more useable duration than it does at .500 or .550.

Sometimes I think it would be good if Mopar guys would be thankful and realize just how far the aftermarket has come for a market that is probably 1/5th the size of the total SBC/BBC market.

Look like just the right size for any 390+cube Small block, probably a better overall value than a Victor in that to really wring all the power out of that head you're typically going to overstress a stock 59 degree block, not to mention all of the piston/valvetrain/header flange mods and expenses required to get there.

( I presume they are 11/32 stem +~.100 SBC valves) Valves are 5.200 length. TF uses same lenghth valve in some ford and LS applications. I am putting the Ford 2.08 intakes in mine. Also 1.60 Exh for the Ford in mine. They are 8mm stem instead of 11/32" so are a little bigger but lighter.

[When you flowed the ex did you use the same size flow tube TF did?] 1 7/8" tube was used. Same as TF uses

[Why would you make the exhaust valve bigger?] Just to save a little weight. Valve opening and closing 60+ times a second, valve weight reduction could only help. I run solid flat tappet cam so adding spring pressure not an option.160/370 spring pressure.

I’ll be interested in hearing what your car does with those heads.

I think your car works well enough so it’ll be a good test for them.

Anything new to update or add on these heads?

got a set going on a 422 for our duster