Trick Flow Cylinder Head Insight - CHP Insider

Al Noe Of Trick Flow Reveals What It Takes To Design And Manufacture Topnotch Cylinder Heads And How To Choose The right Set For Your Combination

Stephen Kim Oct 1, 2009 0 Comment(s)
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Inside The Shop
The most important asset at Trick Flow is our staff. Our employees typically have over 10 years with the company, and they do an excellent job of treating the facility and the equipment like it is their home. They're passionate enthusiasts who race what they sell. When a company is made up of people who love what they do, it makes a huge difference in how we approach our duties on a daily basis. That said, the equipment our employees operate is impressive in its own right. We have solid modeling software for parts design, CFD (Computational Fluid Dynamics) and FEA (Finite Element Analysis) software for analysis, three flowbenches, two engine dynos, and a bunch of three-, four-, and five-axis CNC equipment, which can make anything we need. Furthermore, we make all our tooling at our in-house pattern shop whose staff has over 100 years of combined experience. Not many people can say that.-Al Noe

Top-End Kits
Part of the fun of a heads-and-cam swap is gathering individual components piece by piece, but it often leads to mismatched components and long downtime. To help simplify the process and save customers a few bucks along the way, Trick Flow offers bundled top-end kits for small-block Chevys and LS-series motors. The kits include a set of cylinder heads, a matched camshaft, roller rocker arms, pushrods, head and exhaust gaskets, head bolts, and a balancer bolt, all under one part number. "The main advantage of buying one of our top-end kits is that all the parts are matched and dyno-proven. If you use the same short-block as we tested our parts on, your engine will make at least as much-and in most cases more-power than what we claim," says Noe. "Our GenX 515 top-end kit for LS1s includes a set of 215cc heads and a 228/230-at-0.050 cam. On our stock GM 5.7L LS1 short-block with an LS6 intake manifold, this combo made 515 hp and 460 lb-ft of torque. With a little more compression, this combo can certainly add to that tally. At the end of the day, dyno-proven power, less headache chasing parts, and saving money are the major benefits of our top-end kits."

Valve Angles & Raised Ports
Today's hot rodders are better educated than ever and are very much privy to the benefits of flat valve angles and raised ports. That said, a flatter valve angle doesn't necessarily equate to superior airflow, and is very much interrelated to intake port location. "Factory LS-style heads have 15-degree valve angles, and that was no accident on the part of GM engineers. Although tipping the angle does indeed position the valves closer to the center of the bore and away from the cylinder walls, perhaps the biggest benefit is that it straightens out the port," Noe explains. "This means the intake port is raised, which yields a more gradual turn at the short-side radius and a straighter shot into the chamber for improved airflow. So while it's true that a flatter valve angle improves airflow, it's only one factor in the overall port design. In the case of 18-degree heads, the use of offset lifters and rockers allows the port to be made wider and taller to further improve line of sight to the intake valve."


Trick Flow
Tallmadge, OH 44278


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