Now my question. I'm going to be rebuilding the tired old 289 2v in my '65,
and replacing just about everything but the block, and was thinking about
putting on TFS Twisted Wedge heads. The flow numbers are fantastic, and
the price isn't that bad. I also like not having to notch the pistons,
so I could get better compression even with the large valves.

Has anyone here seen these heads? In a 289 application? What obvious
problems/costs/downsides am I overlooking?

Any and all thoughts on the topic are appreciated. ;-)

Welcome to Mustangs & More! Glad you joined in the fun. I don't have any personal experience with the twisted flow heads, only Edelbrock performer rpms, and Windsor jr/sr's. Several of our members run them and they like them. So go for it! Be prepared to spin that 289 to 6500 or so to get the most out of those flow rates though. In other words, roller rockers and maybe a solid lifter cam, and a Performer rpm intake.

Thanks, I'm having a really good time working on my car, and a site like this makes it even better.

You make a good point about having to spin up pretty far to fully utilize the TFS heads. I am aiming to build an engine I can shift at 6500... though it would be nice to maintain a *decent* amount of pull at 2500-3500 RPM.

I'm already planning on a roller-rocker valvetrain, and definitely am going to be using the Edlebrock Performer RPM intake. (Which brings up another question I have, The Performer RPM Air-Gap intake... is it really that much better than a regular RPM, or just 'cooler'. ;-)

Supposedly the TFS heads are able to get those flow numbers without dropping too much power from the bottom end... is that realistic, or probably just a marketing widget?

The air gap is better 'cause it should keep the air/fuel cooler which equals a denser charge for the combustion chamber. I would match the combo with a solid cam around 230 duration @ .050, .510+ lift, 110*. Degree it about 4* advanced. It will pull from 2500 rpm to 6500+. The 289 has a nice short stroke that will spin to 6500 w/o much special in the bottom end. Good luck, and if anyone has anything to add, please feel free!

I used that head fully completely ported with the 292 Comp Cams Magnum cam (230 at .050 /.530 lift), 10:1 compression, Torker II intake and was able to average 147mph in the Silver State Classic with a top speed of a gear limited 168mph.

I messed up my engine racing but those same heads are going on my 342 ci stroker in a few weeks. I believe the design is similar except that the Street Heat Heads had raised exhaust ports. This was great for flow but bad for business because it would no longer bolt in and often required special headers for early Stangs. The TW uses the same design philosophy but with standard exhaust ports. I think you'll like them as much as I do and they flow so well that if you decide to move up to a larger motor the heads will be able to keep up.

The valve locations are different from stock inline valves. Not a problem with small cams, but big cams require TW specific pistons with relocated valve reliefs to match the valves. Not sure on the limti on cam size at .050, but Trick Flow advises that an advertised duration of 290 is the limit.

Unless you plan on limiting yourself to smaller cams or swapping pistons the E-boks, AFR or Avenger heads would be my choice.

All will good power and can take a larger cam if needed.

Later,

SteveW[/QUOTE thanks man

The list price is $645 bare per head. You can probably find them for less. They are also available assembled.

quote:

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Originally posted by Big_blocker:
Hey sorry to but in on this post but i was wondering if any of you know of a head about the same price of those for a 460 ? Thanks

[This message has been edited by Big_blocker (edited 05-11-2001).]

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Thanks for the cam recommendations... Best of all, you two seem to agree. ;-)

As for the amount of cam a you can run with flat-top pistons, the word from Trick Flow (thanks Artie) is:

quote:

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The maximum lift is .540", The camshaft you choose should have no more than 224* @ .050" duration & no less than 112* l/s to approach .540" lift though...

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He thinks a 292 Comp Cam may work, but it looks like it would be darn close.

If I used a 292 Comp Cam and had to flycut the pistons, do you think the extra cam would make up for the drop in compression?

--Matthew

I was thinking of the Comp 280, it's 230/230* .512/.512 lift with a 110*lsa. The more cam you use, the more compression you'll need. Larger cams bleed off compression, you'll want 9.5-10.5 cr for the 280, more for the 292. Alex is our cam expert (and everything else too). But since he's racing, this is the cam he recomended and we run in the 351w. It pulls hard from 2500 rpms up. You might also consider the Comp 270, which Alex recommends often, and is a better choice for bottom end power that you might want with the 289.

You'll definately want to "clay" the pistons to check valve-piston clearance. Flycut the pistons if you have to, before assembling the engine. Good luck,

Please though do as Steve said and clay your pistons before assembly. Do it even if they say you have enough clearance.

quote:

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Originally posted by cali289:
Steve & JAZZY,

Thanks for the cam recommendations... Best of all, you two seem to agree. ;-)

As for the amount of cam a you can run with flat-top pistons, the word from Trick Flow (thanks Artie) is:

He thinks a 292 Comp Cam may work, but it looks like it would be darn close.

If I used a 292 Comp Cam and had to flycut the pistons, do you think the extra cam would make up for the drop in compression?

--Matthew

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Good advice Jas.

The only thing I can add is to set the 280(S hopefully) cam up 4* advanced at 106* c/l for mid range torque. Be sure to degree the cam per Comp's instructions. (buy the tools if you don't have 'em) That way you'll pull from 2500rpm or so, through 6500+.

Anyway, you'll get the condensed version.

The AFR 165 head is your best bet. There will be no issues with steam hole location (you'll have to re-drill these with TW heads on a 289/early 302 block), chamber size is more in line (58cc vs. 61) where your stock 289's have 54cc chambers. The quality is head over heels superior in every way. I believe their cross section area will also be more in line with your engine. I've purchased both brands, and like the AFR's that much better. I've never seen such beautiful CNC port work anywhere. You simply take them out of the box and bolt them on. They even tell you the Fel-Pro part numbers for all the gaskets you need, and every other tiny bit of info you could ask for. Just be SURE to check the valvetrain geometry on ANY engine built that is not 100% stock. You'd be surprised at just how far out it can get. I had to use pushrods 1/4" longer than stock on the last engine I built. Stock length pushrods would have wiped out the guides in no time.
Check out...

http://www.airflowresearch.com

As for the cam. I built an engine for a Shelby GT-350 clone and used a solid 224/236 @ 0.050" grind with a 110 lobe seperation. It is a Comp Cams custom grind. 270S magnum intake lobe, 282S magnum exhaust lobe. It makes great power from 2000-6300 in a flat-top 289 with good heads. It's the INTAKE duration that is the chief indicatior of a cam's rpm range. Don't go too big, or you'll only lose the low-end and mid-range.

The cam in my car measures 236/248 @ 0.050" and pulls without stumbling from around 1800 rpm, but doesn't start making REAL power until around 4000-4500k. This is in a 302.

Good Luck!