Durations @.050 230/240 .350/.340 lobe lift, 114 4 LSA
Well, that’s a great question. The F-series is Frankenstein’s first line of proprietary LSX based cylinder head castings. We have had the pleasure to work on so many great cylinder heads over the past 15yrs that we felt the need to share all the great things we have learned with everyone. There are so many pros and cons to some of the available LS castings on the market. Some have great flow characteristics but poor valve train and durability. Where some have great geometry but lack in overall design of valve placement and spark plug location. We have taken all of the features that make a truly great cylinder head and have engineered what we feel to be the best LSX head in the business. We have spent the past two years designing and testing these heads. We have truly worked toward optimizing the total cylinder head package all in one set of heads.Big flow numbers are not what makes a combo exceed all expectations. It’s the complete system and how it works. We first started with the structure of the head. We wanted a product that proved to us it was stronger than the rest. So, we chose to use 357 alloy instead of 356. This 357 alloy is denser and harder than the 356 that most of the aftermarket industry uses. This material is more expensive and harder to find. Then we focused on the cooling capabilities of the head under extreme stress conditions. We found after extensive testing that having a 3/4-1” deck structure on the cylinder head actually had a negative effect on horsepower do to the lack of proper cooling around the spark plug area. The combustion chambers tend to heat soak with such thick deck structures making the combustion chamber resist proper timing requirement. We found that bringing the deck thickness down to 5/8 that it allowed the heat to dissipate faster allowing the engine to use the proper timing effectively. Not only did we see a gain in power, but we increased the overall cooling process.
After the base structure of the cylinder heads were designed we focused on valvetrain geometry. Some don’t realize how important this is in all high-performance engines of the 21st century. Along with the advancements in camshafts and power adders, comes the demand to need to sustain the valvetrain under harsh conditions and high RPM demands of the modern engines. We have optimized the valve location and rocker positions to hold up to all abuse from Endurance to drag race. We have specific setups for hydraulic roller and stock rocker use while also having a separate design for solid roller use with shaft rockers. We know from experience that no one valvetrain setup is best for Hydraulic roller and solid roller. We designed the cylinder head with the wide valve cover area so that the valve positions and rocker position could be moved in a way that didn’t have to compromise the performance because of a silly stock valve cover. Trying to design the valvetrain to work properly was no easy feat. It took countless attempts trying to find the best happy spot between lower lift and high lift combinations. Like we said before that one valvetrain does not meet all demands. We have a few different valve angles for each LSX platform to ensure we have ample choices to meet your Horsepower needs.
Finally, we get to the final steps of the design, the ports and valve angles. We offer 3 models:
We then offer different valve angles among each style. The cathedrals and LS3 retailers’ ports will be offered in 12.8 degrees and 10 degrees. While the LS7 is offered in 15 degrees and 10 degrees. We have numerous port designs and port volumes based on what your needs are. These port designs are designed for anything from NA to twin turbo and our knowledgeable staff can help you choose correctly. Although flow numbers are not he most important aspect to a great cylinder head it is important. Our ports flow the appropriate amount of air designed for the application. We focused on proper Cross-Sectional Area (CSA) and quality airflow. We have no desire to sell our cylinder heads based on silly flow numbers that any company or individual can falsify. Every flow bench is different and like we’ve said a million times… When was the last time you saw a flow bench on the track? The real question is, does the cylinder head have quality air that properly atomizes the fuel and enters the combustion chamber efficiently to create the hottest most volatile burn you’ve ever seen. So, if you want the most engineered LSX heads to hit the market in the past 10 years you’re in the right place.