AFR ENFORCER 200cc HEADS CHEVY 400/406 WITH STEAM HOLES 65cc ANGLE PLUG 274-AFR

See our other listings for the AFR Enforcer heads for use with hyd. flat tappet cams, solid roller cams, with angle or straight plug design, and non steam hole applications. Be sure when selecting the heads you need for your application. We are offering these heads in a much broader selection than any of the other sellers. Important note.  These heads will include a full set of genuine ARP rocker studs, and unlike other sellers we will allow you to chose the stud size, 3/8’s or 7/16’s. So be sure to let us know what stud size you would like. Important note. Our eBay user id is: skipwhite, and our eBay store name is whiteperformance1. You may have noticed other sellers using a similar name offering similar products. These other sellers have capitalized on our name as we see it, and many customers searching for us will inadvertently find them, thinking we are one in the same company. There is only one “Skip White.” We are the original premier eBay seller under this name since approximately 2003. We have no other eBay names, nor are we associated with any other company regardless of the similarity in the name or location. Our official company name is Skip White Performance. Please see the article in the lower part of this ad for a more detailed explanation. AFR Enforcer 65cc 200cc ALUMINUM HEADS The AFR Logo’s clearly display the true mark of excellence that these heads are known for. In the flowchart below, the AFR Enforcer heads are superior to the Procomp/Speedmaster heads in flow rates, and also edge out the Dart SHP heads on the intake side. The intake numbers are far more important than the exhaust. The overall average flow numbers on the AFR heads are higher than most any brand of non cnc’d cast aluminum heads on the market of an equal runner size. Notice the intake ports on the AFR Enforcer heads. They allow for a perfect fit with most intakes on the market. Our engines all include an intake manifold. The picture below is one of our engines in the build process. The difference in horsepower and torque generated by the AFR Enforcer heads is monumental compared to any of the low cost sbc heads on the market. Assembled by AFR with premium  metric competition grade valves, Pacaloy dual springs, Viton valve seals. THE BEST FLOWING, BEST QUALITY SBC ALUMINUM HEADS ON THE MARKET FOR THE MONEY.  This sale is for one fully assembled set of heads (2 heads). The springs in these heads are set up to operate with hydraulic roller cams up to .600 lift. For those running hyd. flat tappet cams, see our other listings for these heads with the part number AFR Enforcer heads with the part number 272 in the title. The AFR Enforcer aluminum heads have 65cc combustion chambers with 200cc runners, 8mm metric 2.02/1.60 stainless valves. PART NUMBER # ANGLE PLUG 274-AFR The AFR Enforcer cylinder heads are made from AC4B alloy and tempered to T6 standards. Details about this alloy are in the lower section of this ad. We certainly know where to draw the line with low end products, and we continue to eliminate parts that we once accepted but that eventually had problems. Sometimes it’s not that a particular product has had a problem that leads to its elimination; something better just comes along. The AFR Enforcer cylinder heads are that “something better” coming along. We now use the AFR Enforcer heads on all of our 350, 383, and 406 engines. The performance has been outstanding on every combination we have tried them on.  Felpro# 1206 fits perfectly with most intakes. Should your intake drop too low, then the 1266 gasket will correct this problem. Our line of intakes have worked very well with the Felpro 1206 intake gaskets. Very Important Note.  If you are using an Edelbrock Performer EPS intake then you will need to use a 1205 intake gasket instead of the 1206. This is due to intake flange not covering the top of the 1206 intake gasket properly. The 1205 is slightly small for the AFR Enforcer heads, and may need a very slight amount of trimming to avoid any gasket materiel hanging over into the intake runner. We have been through this procedure in our engine room many times for engines using the Performer EPS intake.  These heads are also available in angle plug style, and for use on engines that do not require steam holes. See our other listings. A breakdown of the part number.  272 designates the use of standard length valves, and single springs with a damper setup for hyd. flat tappet cams. The 274 designates the use of longer valves with dual springs with a damper, setup for hyd. roller cams. We also have the valve train setup for solid roller cams, and will have the number 919 rather than 272 or 274. The heads listed with the letter “A” in the part number are angle plug design. We also offer these heads without steam holes for GM 350/383 builds. Be absolutely certain of what you need before buying. Feel free to call us if you need assistance deciding what you need for your build.  See our other listings for our former line of heads heads with our Competition Series PBM valves that are used to create the 68cc combustion chamber.  After receiving many recommendations from our engine builders, we came up with the best quality, best flowing heads on the market relative to cost. The only way you’re going to get a set of heads that flow as well or better will be to spend at least double the cost or more. We have installed these heads on all of our 383 and most of our 406 engines for the past 2.5 years. Many of these engines were dynoed on our Superflo dyno. The engines had every possible combination of cam, intake and carb. The results have been amazing. These heads are excellent in design and quality. Our choice of hardware and precision assembly also contribute to the performance and reliability of the heads. These heads can be used with outer perimeter or center bolt valve covers. Recommended accessories for these heads.  Please see our other listings. Part Part Number Intake gaskets ·     Felpro# 1206 fits perfectly with most intakes. Should your intake drop too low, then the 1266 gasket will correct this problem. Our line of intakes have worked very well with the Felpro 1206 intake gaskets.  Head gaskets ·       Felpro 17031-2pc. set. or Felpro 1014-2pc set. These head gaskets are for steam hole applications.  Exhaust gaskets ·       5206  oval port. This can vary depending on header style. Valve cover gaskets ·       7483 extra thick ·       7484- regular thickness Head bolts      ARP-134-3601 Strongly recommended.  Head studs ·       PCE-279-1001 Spark plugs. See important note. ·       Autolite 3923, head range 3 ·       NGK 4554, heat range 8 Pushrods (length needed may vary; check with pushrod checker) ·       HB-BULK-7.250-16 recommended for 274, but this may very depending on many other factors.  ·       HB-BULK-7.900-16 recommended for 272 hyd. flat tappet applications. This may vary depending on many factors. We offer all sizes of premium USA pushrods.  Important Note In the flowchart above, the AFR-200s are superior to the Procomp heads in flow numbers, and also edge out the Dart SHP heads on the intake side. The intake numbers are far more important than the exhaust. The overall average flow numbers on the AFR/NKB-200 heads are higher than most any brand of non cnc’d cast aluminum heads on the market. We guarantee the flow numbers to be accurate, as well as the horsepower numbers produced by them. Most importantly, all three of these heads were tested by the same person, on the same machine, (Superflo bench 1020) using the same testing method, on the same day. These numbers show the true difference between each brand, and that’s what counts. The difference in horsepower and torque generated by these new heads is monumental compared to the 210cc Procomp heads. We offer several different cam choices with our 383, 406 and 421 engines, and every combination has shown an increase of up to 50 horsepower and no less than 40 hp over the Procomp 210cc heads. We assumed the new heads would generate a considerable increase in power, but to our surprise, they generated more power than expected. Many of the dyno passes were run to 6500 rpm as the large cam needed 6300-6400 rpm to make peak power, and you must run past this to determine the fall off point. The super sized cam (choice 1) was run on the heads towards the end. Considering the size of this cam, it was very impressive to see zero issues with the heads or hardware. We made a good 25 passes with the big cam trying out different carb sizes, jetting, intake manifolds, timing setting, and adding the Super Sucker plate last. ONE YEAR WARRANTY, UNLIMITED MILEAGE.  Here is a rundown on the hardware used in these heads and the assembly process. Brandname: Air Flow Research Part Number: 1006×2-Pair Description: AFR’s 200cc SBC Enforcer Cylinder heads feature our Permanent Mold “As-Cast” Technology surfaces on the intake runners, exhaust runners and combustion chambers that allows for extremely accurate and repeatable port location/performance. These heads are perfect for your 350 to 421 Cubic Inch operating below 6500 RPM. They come fully assembled with the identical components found in our higher end CNC ported cylinder heads; such as ARP rockers studs, PAC Racing springs, viton valve seals, AFR adjustable guide plates, machined bead valve locks (not stamped), hardened spring cups our one piece 8mm 21 4N Stainless Steel valves. They are available in straight or angle plug and bare without any parts for the DIY. Sold as a single piece, 2 are required per engine. Specification: Material: A356 Aluminum, see more details on alloy below. Intake Port Volume: 200cc true actual runner size. Intake Port Dimension: 2.080″ H x 1.270″ x 5/16 Radius Intake Port Location: Stock Exhaust Port Volume: 76cc Exhaust Port Dimension: 1.380″ H x 1.420″ W Exhaust Port Location: Stock Combustion Chamber Size: 64cc Valve Cover Bolt Pattern: Perimeter Bolt Valve Angle: 23° Valve Spring Pocket Diameter: 1.580″ O.D Max Valve Spring Pocket Machining: 1.600″ O.D Deck Thickness: .450″ Minimum Bore Diameter: 4.000″ Flat Mill: .006″ per cc 56cc Maximum Spark Plug Dimensions: 14mm x .750″ w/Gasket Seat ALLOY INFORMATION. Our cylinder heads are made from AC4B alloy and tempered to T6 standards. You may have heard the alloys 355 and 356 being used on many heads. The alloy used on our heads is similar but slightly different. The AC4B alloy is commonly used by automakers in Europe and Japan. Take notice of the Rm value. This value indicates the tensile strength of an alloy. As you can see, it’s higher than all the other common alloys in this chart. It’s no surprise as to why we have never experienced a failure of any kind with these heads. Zero failures in the casting, zero failures in the seats and guides. List of Standard Alloy Characteristics Alloy +B4: H16 AC4B AC4C AC4CH AC4D AC7A Mechanical  properties Rm (MPa) 345 285 260 320 245 R0.2 (MPa) 250 225 157 240 105 A (%) 1.6 7.3 16.8 4.1 5.3 Temper T6 T6 T6 T6 F Features High strength, small elongation Castability: good,  for general purposes Castability: good Pressure resistance, corrosion resistance: good Castability: good Mechanical properties: good Castability: good Pressure resistance: good Corrosion resistance: excellent,  anode oxidized Castability:  not good Examples of  applied parts Crank cases,  cylinder heads,  and manifolds Hydraulic parts,  transmission cases,  aircraft parts,  lighting components, etc. Wheels,  engine parts,  hydraulic parts,  aircraft parts, etc. Cylinder heads,  crank cases,  fuel pump bodies, etc. Parts for overhead contact lines,  parts for ships,  business machines,  and lighting components for aircraft The results produced by these heads will vary greatly depending on the type of setup you are running. The engine combos we have dynoed are what most people use for cam and intake selection, and the results are listed below. The engines dynoed were many 383’s, and several 406 and a few 421 cid engines in the 10:1 to 11.2:1 compression range. All ran on pump gas. This will give you an idea about the capabilities of these heads with combinations of cam, intake, rockers, and carb. This may also help you select the proper cam for your build. As mentioned, below is just an excerpt from several of our engine adds using the AFR Enforcer heads. We also built and dynoed a 350 engine recently with the new AFR/NKB-200 heads for a customer, and will have the actual dyno results in this ad soon. The cams mentioned below are all hyd. roller cams. If you’re using a lower lift than those listed below, then it would be fair to say the hp will drop, but not by much, providing your lift and duration are somewhat close to any of the cams mentioned below. This will give you an idea of what kind of power to expect with these heads, and it can certainly help you choose a cam and intake. These dyno reports show the heads to be the NKB heads. They are the exact same castings as the AFR Enforcer heads. The main difference between the two brands is the hardware used in AFR brand. This hardware used is of exceptional quality. The valves are 8mm metric size, and the valve springs are the Pacaloy high end series, same as used in their top of the line AFR Eliminator heads. The flow numbers picked up just a bit also over our NKB heads, and these high end valve train components also had a 810 gram weight reduction off the valve train. This has many benefits such as the reduction of valve float coming in sooner, and has a great effect on the ability of the lifters to stay operational at higher rpm.  Please do understand that a cam is not included with the heads. This is just a guide to show what you may expect with a given combination when building an engine using the NKB heads.   PART # 180345-10 This is a hyd. roller cam for use with OE roller blocks. PART # 110345-10 This is a retro hyd. roller cam for use with non roller blocks. Valve lift with 1.5 Rockers: Intake .565/Exhaust .580 Duration @.050″: Intake .245/Exhaust .253 Lobe sep. angle: 110º Recommended springs #: 274, See our other listings. Below are our dyno results on one of our engines with a set of our AFR/NKB heads using this cam and a single plane intake. The horse power numbers will usually improve anywhere from 5-10 more than what the dyno results show after the rings have fully seated.  Official Dyno report on our 406 engine with this cam, flat top pistons, and a single plane intake.   Official Dyno report on our 383 engine with this cam and a single plane intake.   Cam choice # 1 and a single plane intake.   PART # 180265-10 This is a hyd. roller cam for use in OE roller blocks. PART # 110265-10  This is a retro hyd. roller cam for use in non-roller blocks. Valve lift with 1.5 Rockers: Intake .530/Exhaust .545 Duration @.050″: Intake .233/Exhaust .241 Lobe sep. angle: 110º Recommended springs #: 274, See our other listings. Official Dyno report on our 406 and 383 engines with the cam mentioned above. The 406 engine had a dual plane intake, yet still achieved over 500 hp with the NKB heads.   Cam choice #2 and a dual plane intake.     This cam and a single plane intake.   PART # 180245-10 This is a roller cam for use in OE roller blocks. PART # 110245-10 This is a retro style roller cam for use in non-roller blocks. Valve lift with 1.5 Rockers: Intake .500/Exhaust .510 Duration @.050″: Intake .225/Exhaust .231 Lobe sep. angle: 110º Official Dyno report on our 383 engine with our AFR/NKB heads and a single plane intake. Considering the low lift and duration of this cam, the hp numbers are excellent.   This cam and a single plane intake.   Check out the results on the dyno reports below using the AFR/NKB heads with one of our new Comp custom ground street rod cams. All of our engines now use the Comp custom ground cams. This cam has a somewhat low lift and duration, and produced amazing hp and torque numbers when using the AFR/NKB heads. SBC Comp Cam OE HYD. ROLLER 520/540 Lift 236/242 Duration  110 Lobe Sep.  This cam has a step nose for use in oe roller blocks. Reduced base circle cam. (1.050) Official Dyno report with this cam, AFR/NKB AFR/NKB heads, a dual plane intake, a 770 cfm Brawler carb, and an MSD distributor. This engine made 533 hp, and an amazing 549 lb. feet of torque at 4100 rpm. This engine had a dual plane intake on it. The single plane intake would have brought the hp numbers up to around 555. SBC Comp Cam OE HYD. ROLLER 520/540 Lift 236/242 Duration  110 Lobe Sep.  This cam has a step nose for use in oe roller blocks. Reduced base circle cam. (1.050) See dyno results below. Special Grind # 33161 PART NUMBER: 08-000-8-11323 520/540 lift 236/242 duration 110 lobe sep. Listed below is our 2.0 383 pump gas engine making 508 horse power at 5900 rpm. You would be hard pressed to find a cam of this lift and duration to produce these hp and torque numbers in a 383. We find this size cam to be the perfect all around size to give good drivability yet make outstanding performance numbers. Very little strain on the valve train components with a cam of this size. This engine had our AFR/NKB heads on it, and the regular Speedmaster single plane intake. The 421 listed below made 526 horse power with this cam and had a set of our low cost 200cc AFR/ NKB heads on it with the 1.5 rockers. Very impressive considering the low cost heads, and size of this cam. Notice the torque numbers in produced. A fairly flat line from 4100 up to 5500 rpm.   Listed below are a few important solutions to preventing valve train issues while having maximum performance and longevity in your engine when running medium to large lift cams. The solution to running a hyd. roller cam of decent size in an engine and avoiding valve float is an easy fix, thanks to the Howards Max Effort lifters and our Comp lightweight springs. The cost is only slightly more than the regular Howards street tie bar lifters, and they are undoubtedly the most stable hyd. roller lifters on the market without going to all out racing hydraulic roller lifters. The Max Efforts are also very quiet. Not sure what rpm range they can remain stable at, but we have pushed many of our sbc engines up to the 6,650 rpm range in order to establish the fall off point of a particular build.  We now use these lifters with many of our cam choices. We have tried the Morel tie bar hyd. roller lifters on cams in the 550 and higher lift range in the past and found them highly unstable at around 5800 rpm. Well before audible valve float was evident, the horse power numbers were falling sharply due to valve float. Any cam that’s approaching the 550 lift or higher range should not use the Morel street/strip lifters. The Max Efforts were very stable well into the 6500 rpm range and higher. The cam in this ad is below the 550 lift range but close enough to the limit that we recommend the Max Effort lifters.  Head bolt washer recommendation. The AFR/NKB-200 heads require the use of special head bolt washers, and extended reach head bolts. Using stock length head bolts will not allow the use of the special washers required, as the OE bolts have a limited amount of thread on them. Not using the special head bolts and washers may cause serious damage to the cylinder heads. Pushrod recommendation. We recommend not using stock GM pushrods with these heads. The spring pressures on aftermarket heads are somewhat higher than on OE heads. Combine this with the larger lift and duration cams often used, and stock pushrods may flex or permanently bend. The stock pushrods are usually made from a mild 1810 steel that has been heat treated. Under high rpm they will usually flex and cause a loss of lift resulting in a power loss. The engine will usually run erratically when pushrods are flexing. The Spintron valve train dyno proves that inadequate pushrods will flex to a great degree as engine rpm increases. Some GM pushrods have a welded ball on them, and they stand a greater chance of breaking off with the use of larger than stock cams, and increased spring pressure. We offer pushrods made from 4310 chromoly with an .080 wall thickness. They are superior to any stock pushrod. Our prices on them are the best you will find. The size that you will most likely need with the AFR/NKB heads will be 7.250. This size has worked well for us when using the Comp high energy or Scorpion brand rockers. There are many low cost pushrods on the market in the $29-$39 range. These low cost pushrods are totally unsuitable for use with these heads for the many reasons mentioned above, and they are not guide plate compatible. They usually have a wall thickness of only .065. These pushrods will cause problems when used on a high performance setup. There are many factors that can determine pushrod length requirements. The 7.250 length is the most applicable. Should you purchase a set of pushrods from us and find that the length is not suitable, you may return them, and we will send out the size you request. It is strongly recommended that you use a pushrod checking device to determine the exact size pushrod needed.  Stud Girdle recommendation. If you are running full roller rockers, we recommend tall valve covers, and this can cause the oil that is pumped up into the top of the heads to not be deflected back down onto the valve springs, valve tips and roller rockers. The lack of oil on these parts can lead to not only a lack of lubrication but also to a lack of cooling on these parts. Heat transfers up the valve stem from the combustion chamber. This heat is very high in temp, and may cause serious damage to the valve guides, springs and roller rockers. The cure for this would be to install a low cost set of stud girdles. Stud girdles increase stability to the rockers’ studs, eliminating flex that is may be present to some degree when running cams several sizes over stock, not to mention increased spring pressures over stock. Stud flex robs your engine of power and smooth operation in the upper rpm ranges. As mentioned above, another very important aspect of using stud girdles is that they deflect oil directly back onto the valve springs, valve tips and roller rockers. On a stock engine this is not an issue due to the fact that stock valve covers are very close to the top of the rocker arms. AFR-200 64CC 200CC RUNNER SIZE ANGLE PLUG FOR SBC CHEVY ENGINES Intake Valve Dia:                   2.02″  Intake Port volume:              200cc Intake Port Dim:                    2.2″ x 1.2″ Int Port Location:                   Stock Intake Gasket: Felpro# 1206 fits perfectly with most intakes. Should your intake drop too low, then the 1266 gasket will correct this problem. Our line of intakes have worked very well with the Felpro 1206 intake gaskets. Head Gasket:                         Felpro# 17031 for steam hole applications Exh Valve Dia.:                      1.600″ Exh Port volume:                   70cc Exhaust Port Dim:                 1.356″ x 1.420″ w Exh Port Location:                 Stock location & bolt pattern Exhaust Gasket:                     Depends on what type exhaust you’re using. Best to try and match up the gasket to your header or manifold Flow, Intake:                          See chart above. Flow, Exhaust:                       See chart above.    Head Bolts:                             We strongly recommend ARP # 134-3601 head bolts. Must use extended reach with head bolt washers or head studs.  Head Studs:                            PC-2451-Studs (12pt) or ARP brand.  Manifold:                                Most any. Our line of intakes fit very well on the AFR/NKB heads.  Milling:                                   Min. Down to 58.5cc or 64.5 = .060″ See info in this listing for details on this.        Pistons:                                   Most 23°aftermarket pistons. Push Rod length:                   When running a hyd. roller cam use 7.250 length, or 7.3 if using our Comp reduced base cams. See our                                                   other listings for the best deal on premium pushrods. Push rod Guide Plate:           These heads include a full set of AFR adjustable guide plates.  Retainers/Locks:                    Chromoly Steel Retainers, with 10° Comp brand machined locks are used on all of our heads.  Spark Plug:                             .750″ reach, gasket,    Autolite  3923 or NGK 4554 for one step lower heat range than the Autolite. Spring Pockets:                      1.550″ OD    (.030″ deeper max) Springs:                                  Pacaloy premium dual springs with an internal damper.                                           Valve Length:                        5.015″   (+.100″) for hyd. flat tappet cams or + .200 for hyd. roller cams     Valve Stem Dia:                     8mm Metric Valve Train:                           STD SBC 3/8″ or 7/16″ stud mount Valve Guides:                        1/2″ OD   Int = Mag-bronze      Exh = Phos-bronze (.002″ press) Valve Guide length:               1.950″         Valve Guide clearance:         .0014″ – .002″   (with our .3415 dia. valve stem) Valve Guide Spacing:            1.890″   moved .030″ from stock Valve Seats:                           Hardened Ductile Iron,   .006″ press     Valve Seat dim.                       Standard Valve Seat angles:                 Int = 32° – 45° – 60° – 70°       Exh = 37° – 45° – radius                      Stud Girdle:                           Most all stud girdles will work on these heads with the exception of the AFR Eliminator stud girdles. Torque:                                  Head Bolts = 65 ft/lb                                                 Rocker Studs = 50-55 ft/lb                                                 Manifold = 30 ft/lb Block Use:                              Any SBC Iron or Aluminum   Weight:                                   59-61 lbs fully assembled pair.

I’m sure many of you have noticed there were 2 high performance engine builders in Kingsport, TN with similar names, leading to a great amount of confusion. 

We are Skip White Performance, NOT White Performance and Machine or Marine

 

Due to the name similarity many customers looking for us online inadvertently find them, thinking we are the same company. Definitely not…there is no connection between the two companies. We don’t have a problem with free enterprise (competition). However, when the competition builds their foundation on such things as a name similarity and their supposedly long history of being in business, then we think it’s about time we set the record straight.

 

We have owned the original White Performance company since 2003, with the exception of the machine shop, which was owned by Fred White at the time. He continued to operate the machine shop and build engines for us while we continued selling online under the eBay user ID of skipwhite and the eBay store name of whiteperformance1. Our official company is Skip White Performance.

 

Due to their limited production capability and many disagreements about the engine building process and workmanship, we opted to open a full scale machine shop back around 2005. Fred White began competing against us even though our contract had a non-compete clause in it. Around this time we changed our company name to, Skip White Performance to make clear distinction between the two of us. 

 

As our business grew, we expanded our machine shop, and putting heart and soul in this company, we have become the number one street rod engine builder in the nation. Our engine program is unlike any of the others out there. 

 

Fred sold his shop, (White Performance & Machine) to an investor in 2016 and the new owners continue to reap the benefits from this confusion between the two shops. This investor lacked any knowledge of this industry. They continued to use the White Performance & Machine name. Contrary to what is posted on their website, Fred White is no longer associated with the company in any way. Their main spiel in advertising is, “In business since 1979,” when in fact, we purchased the White Performance company in 2003, with the exception of the machine shop. 

  

The great pretenders continued capitalizing on our success due to the name similarity, but degraged our reputation. We were at one time getting calls nearly on a daily basis from people that did not realize there were two shops in this town with very similar names. Due to the confusion, there was an increasing amount of negative feedback that affected our name within the street rod community, when in fact we have a near perfect reputation in this industry. We have an “A+” rating with the Better Business Bureau and we have maintained the A+ rating for many years. As of this notice, (10/20/2021) the great pretenders have an “F” rating on bbb with a fraud alert. Their google reviews will also back up what were saying. Their ebay store was shut down and their score showed a huge amount of negative scoring. Please help us spread this information to any all of your friends in the hot rod community. They are now shut down. Hopefully we can some day restore our name that has been damaged due to the confusion between the two places. 

All in all, we have been in this business going on 20+ years. Skip White’s passion has been owning and building street rods for 50 years on a personal level. The knowledge he has gained over time has allowed him to venture into this business and succeed to a very high level.

 

Help protect others in the hot rod community and share this info with them.  

 

FAST FORWARD TO PRESENT DAY…We have become the largest street rod engine builder in the nation. Our engines, rotating assemblies, and cylinder heads are built to very high standards and shipped to our customers in a timely manner. We are a premier seller on eBay with a 99.5 or greater positive feedback score of well over 212,000 and growing.  

 

Our engines are custom-built to our customers’ specifications and are shipped in approx. 2-6 weeks, perhaps sooner, depending on the season. Our rotating assemblies and cylinder heads usually ship out in about one week or less.

Now you know the real story, and we hope this helps with the confusion.

These heads used on a 350 engine build will produce approx. 350-440 hp. on pump gas depending on cam, intake, rocker ratio, and carb. When combined with a 383 stroker engine, the horsepower and torque numbers increase dramatically. We have achieved 550 hp in our Stage 2.2 383 Super Stroker engine, setup for street use with the AFR/NKB heads, and able to run premium pump gas.  We have thoroughly tested these heads on our Superflo 902s Dyno. The results have been amazing with each and every cam combo possible. Most sellers do no testing whatsoever on the cylinder heads they sell. We do more than just flow testing before we market a new style cylinder head.  They performed faultlessly. Cam, carb, and ignition tuning led to so much testing, and we also took the opportunity to make sure the new heads would not have any reliability issues whatsoever. Our head builder noted the excellent style of cutting on the seats in these heads. He also told us that our line of intake manifolds mounted very well on the heads, and the heads mounted perfectly onto the block. One of the worst mistakes you can make in building an engine is to mismatch parts. We know about combinations and how they work. Take a test drive in a car with over 500 hp vs. a 300 hp or less and you will then see what you’re missing. The exhaust sound under load is very pleasing. These heads will generate the power you need without spending a fortune. We are very pleased with everything about these heads. When price shopping, consider the quality of hardware. Our Stage 2, 2.2, 3.0 engines are all now built using these heads. Read the full story on how these heads performed on our 383 Super Stroker pump gas engine. See our Stage 2.0 engine listing and the Stage 3.0.   We are not responsible for collateral damage caused by the use of this product.   RETURN POLICY Should a problem occur, please contact us. If a return is necessary, please contact us for an RGA number and return authorization. The RGA number must be included on the return label. If an item is returned without an RGA number, it will not be processed. A full description of what the problem is needs to be included with any returned product with your contact info, and proof of purchase. Even though you may have explained the problem to us, and been granted permission to return the product, we must have a written explanation and a contact number included with the product. It is also recommended that you include the name of the person from our company that you have been in contact with. You must send the item back to us in a trackable manner (USPS Priority Mail, FedEx, etc.) and keep the tracking info of the returned product. Please give ample time for returns to be processed. Following these guidelines will make the return process work as it should.   UPS is our primary shipper. We are unable to ship to APO/FPO addresses or PO Boxes. Help us ship your order promptly by including your physical address at checkout. Below is a map representing the estimated delivery time to get to you from our location. Delivery times may vary, especially during peak periods. UPS delivers Monday – Friday, except for national holidays. If a package leaves here on a Thursday, and you are in a 2 day delivery zone, your package will deliver to you on Monday. Expedited shipping is available upon request for an additional fee. Please contact us for rates. The estimated shipping time is usually as the map shows, but many factors can delay this.  Alaska is in a 3-day ship zone, Hawaii is in a 6-day ship zone, and Puerto Rico is in a 4-day ship zone. Additional fees will apply to shipments to these areas, as noted below. The shipping quoted in this ad is only for the 48 continental United States. If shipping to anywhere else, please contact us. The half price shipping on all additional items also only applies to items that are being shipped in the 48 continental United States. THESE PRODUCTS ARE ILLEGAL TO OPERATE ON ANY PUBLIC HIGHWAY. THIS MEANS ANY PUBLIC PAVED OR UNPAVED ROADWAY OR IN A PUBLIC PARK. THESE PRODUCTS ARE ONLY LEGAL IF USED ON A DEDICATED RACING VEHICLE. VIOLATION ARE SUBJECT TO A MAXIMUM PENALTY OF $37,500 PER VIOLATION PER VEHICLE, REVOCATION OF REGISTRATION BY DMV, LOSS OF USE ON PUBLIC RIGHT OF WAYS AND PROOF OF CORRECTION OF THE TAMPERING.