Twisted Wedge heads.

Anyone running the TFS Twisted Wedge 170 or the TFS 11R head? Curious what power they can make on a 331 or a 351 combo...

jbozzelle wrote:Anyone running the TFS Twisted Wedge 170 or the TFS 11R head?  Curious what power they can make on a 331 or a 351 combo...

I have used the 11R head out of the box, 4 times now, (all intake port sizes), and they have performed well; better than expectations.

EDIT: In drastically modified or ported forms ... I can't say one way or the other.

Thanks Randy,

Care to share any of the combo? I'm looking at the 170 version. I have access to a 331 on the cheap. It needs a piston and a rod from Probe. Also have a 351 block and crank that would just need a set of rods and pistons. I'm wanting to just assemble a nice street engine to cruise and let my kids get used to drag racing with...

jbozzelle wrote:Thanks Randy,

Care to share any of the combo?  I'm looking at the 170 version.  I have access to a 331 on the cheap.  It needs a piston and a rod from Probe.  Also have a 351 block and crank that would just need a set of rods and pistons.  I'm wanting to just assemble a nice street engine to cruise and let my kids get used to drag racing with...

All 4 were intended to be used in different circumstances so those combinations were all very different; a Pro-Charger 306, (190/66); a street 347, (170/63); a 351 street rod, (190/56); and a 392 Cobra Kit car, (205/66).

Thanks. Did you happen to dyno the 347 or the 351?

jbozzelle wrote:Thanks.  Did you happen to dyno the 347 or the 351?

None of them went across a dyno ... should have but, all ran very well. Those customers wouldn't spend that money.

They really don't recognize any little clue about that advantage; no matter how much you try to tell them.
I regularly see that dyno tuning be a 5% power increase or even more.
Spending a ton of money and then leave all that power on the table is just not smart, unless it doesn't matter.

Just as a comparison;
my contest 347 of 3 yeas ago had Kaase P38 heads and went from 489 to 576 horsepower after just a day of swapping a few external parts, (Intakes, carbs, spacers and headers), and tuning. Any combination without that tuning is just an educated guess.

Totally agree on the dyno tuning. My biggest problem down my way is lack of people that WANT to dyno a Ford. All I've talked to don't have flywheels, etc. and are reluctant to work with you to even accommodate the work...

jbozzelle wrote:Totally agree on the dyno tuning.  My biggest problem down my way is lack of people that WANT to dyno a Ford.  All I've talked to don't have flywheels, etc. and are reluctant to work with you to even accommodate the work...

Yea. most of the time you are required to supply them with everything; flywheel, dyno headers. motor mounting; just about everything it takes to install it on their dyno.

Yeah and I'm willing to do that. Thought I had a local place to dyno my junk. Once I mention that I'll supply all of that I'm told they're not interested... They're not interested in reinstalling everything to dyno their SBC/BBC combos again...

jbozzelle wrote:Yeah and I'm willing to do that.  Thought I had a local place to dyno my junk.  Once I mention that I'll supply all of that I'm told they're not interested...  They're not interested in reinstalling everything to dyno their SBC/BBC combos again...

I am sorry to hear that.
I don't encounter that problem as there are 7 dyno's within this 15 mile immediate area and 12, no more than 50 miles away.
They all WANT the work.

rmcomprandy wrote:

jbozzelle wrote:Thanks.  Did you happen to dyno the 347 or the 351?

None of them went across a dyno ... should have but, all ran very well. Those customers wouldn't spend that money.

They really don't recognize any little clue about that advantage; no matter how much you try to tell them.
I regularly see that dyno tuning be a 5% power increase or even more.
Spending a ton of money and then leave all that power on the table is just not smart, unless it doesn't matter.

Just as a comparison;
my contest 347 of 3 yeas ago had Kaase P38 heads and went from 489 to 576 horsepower after just a day of swapping a few external parts, (Intakes, carbs, spacers and headers), and tuning. Any combination without that tuning is just an educated guess.

Very impressive almost a 100 horsepower gain from a days worth of changes!!!

Mark Miller wrote:

rmcomprandy wrote:

jbozzelle wrote:Thanks.  Did you happen to dyno the 347 or the 351?

None of them went across a dyno ... should have but, all ran very well. Those customers wouldn't spend that money.

They really don't recognize any little clue about that advantage; no matter how much you try to tell them.
I regularly see that dyno tuning be a 5% power increase or even more.
Spending a ton of money and then leave all that power on the table is just not smart, unless it doesn't matter.

Just as a comparison;
my contest 347 of 3 yeas ago had Kaase P38 heads and went from 489 to 576 horsepower after just a day of swapping a few external parts, (Intakes, carbs, spacers and headers), and tuning. Any combination without that tuning is just an educated guess.

Very impressive almost a 100 horsepower gain from a days worth of changes!!!

If it didn't happen often it would be impressive but, it happens a lot.

rmcomprandy wrote:

All 4 were intended to be used in different circumstances so those combinations were all very different; a Pro-Charger 306, (190/66); a street 347, (170/63); a 351 street rod, (190/56); and a 392 Cobra Kit car, (205/66).

Why use the 170 on the 347 and the 190 on the 351? Any particular reason?

I've got the parts gathered to build a street strip 331. I've got the rotating assembly and just need to get a new piston (DSS) and a rod (Probe). Need to get a set of heads too. Thinking the 11R190 would be a better head to meet my goals. I have a cam I'd like to use from a previous build that didn't happen. The cam specs are 230/236 @ .050, .544/.555 on a 106 intake centerline with a 106 lobe sep. Blake had it custom ground for a 351 w/the aluminum GT40 X302 heads.

I want to use that cam in this flat top 331 with either the 11R 170 or 190 head. Probably a Victor intake. Thoughts?

jbozzelle wrote:

rmcomprandy wrote:

All 4 were intended to be used in different circumstances so those combinations were all very different; a Pro-Charger 306, (190/66); a street 347, (170/63); a 351 street rod, (190/56); and a 392 Cobra Kit car, (205/66).

Why use the 170 on the 347 and the 190 on the 351?  Any particular reason?

I've got the parts gathered to build a street strip 331.  I've got the rotating assembly and just need to get a new piston (DSS) and a rod (Probe).  Need to get a set of heads too.  Thinking the 11R190 would be a better head to meet my goals.  I have a cam I'd like to use from a previous build that didn't happen.  The cam specs are 230/236 @ .050, .544/.555 on a 106 intake centerline with a 106 lobe sep.  Blake had it custom ground for a 351 w/the aluminum GT40 X302 heads.

I want to use that cam in this flat top 331 with either the 11R 170 or 190 head.  Probably a Victor intake.  Thoughts?

The 347 Capri was almost 1,000 pounds heavier than the 351 street rod.

rmcomprandy wrote:

The 347 Capri was almost 1,000 pounds heavier than the 351 street rod.

Gotcha. Thanks!