1. Ensure that the cylinder head and all valve train parts supplied are fully cleaned in an approved and clean automotive solvent. All parts must be free of all debris before assembly.
2. If installing these parts on heads that are currently in use, work on one piston location at a time with the piston at TDC with both valves closed. Use a suitable spark plug hole pressurizing tool and manual spring compressor to pressurize the cylinder and remove all the factory valve train parts. Retain the factory valve stem locks to use with this kit.
3. First install the black locator over the guide. Make sure the pilot hole clears and has minimal clearance. The spring kit is designed for factory heads with factory .500 guide sizing. If aftermarket heads and guides are used then check the guide outside diameter before trying to install this kit.
4. Install the Viton seal provided with a properly designed seal installation tool purchased separately by K-Line or others. Install the clean seal body dry or with a small amount of lubricant, square and fully seated with a compression fit onto the top of the guide with the proper driver. Positively seat the can seal all the way down to the top of the guide.
Note - Before installing the valve on a new cylinder head, check the valve stem end and properly debur the valve stem end, if necessary, in order to not damage the seal when inserting the valve through the seal. Lubricate the valve stem with a small amount of engine oil and insert the clean valve through the seal.
Note - An effective home made tool for this particular seal can size is a standard plumbers 1/2" copper pipe coupling soldered to a 6" piece of 1/2" copper pipe with a copper cap. It is not recommended that a socket be used as an installation tool as the metal jacketed seal can be easily be distorted.
Note - we are not responsible for incorrect seal installation but can sell you more seals if needed. Incorrect seal installation will lead to seal failure and oil leakage down the guide. If aftermarket guides are used that are not smooth on the outside or on the O.D. of the guide, you must measure the O.D. to ensure that it is correct or the metal can can be easily distorted during installation. When in doubt, pay a professional to install your seals.
5. Install a clean dual spring assembly onto the locator.
6. Place a clean retainer on top of the spring assembly. Using a proper valve spring installation tool, compress the dual spring down with the valve stem through the hole in the middle of the retainer and correctly install the locks (small taper down on each lock half) around the valve stem. The locks should not butt and be properly spaced. Hit the retainer top with a soft face hammer to ensure valve stem to retainer lock up.
7. Repeat the above procedure on remaining valves.
AFR LS1 Cylinder Head Instructions
Installation Instructions LS1 Small Block Chevy
ATTN: Please read through all instructions before attempting cylinder head installation.
Springs:
It is the customer responsibility to check and make sure that spring pressures are correct for his cam.
Valve Guide Clearance:
Intake and exhaust guide clearance are .00125, on some severe applications with nitrous, marine, or blower usage looser guides might be required.
Important:
Apply anti-seize to all bolts and spark plug threads to ensure a long thread life.
*WARNING*
Piston dome to cylinder head clearance must be checked prior final assemble of engine. Piston to valve also needs to be checked, pay special attention to the outside edge of the valve to the inside edge of the valve relief in the piston.
Compression ratio and piston to valve clearances must be checked before assembly. Part numbers 1610 through 1680-1 with the 2.080 intake valve usually will not fit a piston without valve notches having proper relief’s.
Coolant:
It is important to maintain a 50/50 mix of antifreeze in the cooling system to prevent corrosion of aluminum heads. Do not use tap water use distilled water, most supermarkets have purified or distilled water. Check labeling to verify purified through deionization.
Torquing:
We suggest NOT using a torque wrench on intake and exhaust manifold bolts. Just snug up hand tight with a wrench only.
Valve Seats:
Both intake and exhaust valve seats are heat-treated and compatible with unleaded fuels.
Accessories:
Although AFR LS1 heads will accept OEM components; we highly recommend that premium aftermarket hardware be used with your new heads.
Head Gaskets:
Use GM#12498543 or 12498544, Fel-Pro#1041 or AFR #6830 .040 thick.
Intake Gasket:
Use factory o-ring style gasket or AFR #6830.
Exhaust Gasket:
Use GM stock replacement gasket.
Valve Cover Gasket:
Use factory style o-ring gasket.
Head Bolts and Studs:
High quality head studs or head bolts with harden washers must be used to prevent galling of the aluminum head. Recommended head bolts are ARP#134-3609, for head studs use ARP# 234-4316. For maximum head gasket clamping AFR recommends head stud kits. VERY IMPORTANT: You cannot re-use the factory LS1 head bolts. They are “torque to yield” design and can only be used once.
Head Bolt Torque:
Apply moly-oil mixture to washers, and area around head bolt to prevent galling and improper torque readings. 11MM ARP torque to 70 ft. lbs. with moly lube, 8mm torque to 23 ft. lbs. with moly lube. A re-torque is recommended after initial start-up and cool down (allow 2-3 hours for cooling). Sealer should be applied to all head bolts or studs that enter into the blocks water-jacketing system. Permatex is a good general-purpose sealer.
Spark Plugs:
Use AC 41-974 Platinum as a starting heat range. Plug selection is of course dictated by many factors including RPM levels, compression ratio, and fuel type. Forced induction or nitrous applications usually require 1 to 2 heat ranges colder. The ignition manufacturer should determine spark plug gap. You can cross reference to your favorite brand if desired. For nitrous or super charged applications a good starting point would be Auto Lite 3942, which is 2 ranges colder than stock.
Cleaning:
AFR thoroughly cleaned your heads prior to shipment. Your heads were washed in water soluble chemical agitation tank and blown out with high pressure air 3 to 4 times before they were boxed. However during some machining operations chips are packed and wedged into the water jacketing and occasionally come loose in transit. Keep in mind one chip the size of a dime breaks into hundreds of tiny chips and makes the situation appear much worse than it is in reality. It is not usually if you blow high pressure air into the water jacketing to see additional foreign debris, or chips finding their way out. AFR recommends that you thoroughly blow out your heads prior to installation.
Installation Instructions for Small Block Chevy Aluminum Heads
ATTN: PLEASE READ THROUGH ALL INSTRUCTIONS BEFORE ATTEMPTING
CYLINDER HEAD INSTALLATION.
SPRINGS:
It is the customers responsibility to check and make sure that spring pressures are correct for his Cam
VALVE GUIDE CLEARANCE:
Intake & Exhaust guide clearances are .00125. On some severe applications with heavy nitrous, marine or blower usage, looser guides might be required.
IMPORTANT:
Apply anti-seize to all bolts and spark plugs to ensure a long thread life.
*WARNING*
Piston dome to cylinder head clearance must be checked prior to final assembly of engine.
IMPORTANT:
Street Heads with 68cc as cast (not milled) chambers are designed for flat top or dished pistons only. Additional machine work will be needed to accommodate domed pistons.
CLEANING:
AFR thoroughly cleaned your heads prior to shipment. Your heads were washed in water soluble chemical agitation tank and blown out with high pressure air 3 to 4 times before they were boxed. However during some machining operations chips are packed and wedged into the water jacketing and occasionally come loose in transit. Keep in mind one chip the size of a dime breaks into hundreds of tiny chips and makes the situation appear much worse than it is in reality. It is not usually if you blow high pressure air into the water jacketing to see additional foreign debris, or chips finding their way out. AFR recommends that you thoroughly blow out your heads prior to installation.
1) ROCKER STUDS ARE INSTALLED FOR SHIPPING PURPOSES ONLY! THESE
STUDS MUST BE SEALED AND TORQUED DOWN BEFORE RUNNING ENGINE
2) HEAD GASKETS:
Fel Pro #1003 for all aluminum heads up to 4.100 bore. Fel Pro #1034
should used for 4.100 or larger bore. Applications requiring steam holes should use Fel Pro 1014.
Late Model LT-1 reverse cool applications use GM gaskets or Fel-Pro #1074.
AFR has removed the cooling passage between cylinders # 1, 3, 5, and 7 to increase strength of the casting, do not drill these areas out in an attempt to find water jacketing.
3) INTAKE GASKETS:
Important: Do not port match you intake manifold to these below gaskets, as they do not exactly fit AFR heads. Fel Pro #1206 standard gaskets should be used for 210, 220, & 227 heads. Fel Pro 1205 gaskets should be used on the 195 heads. Raised runner 215 heads use Fel-Pro #1263. This gasket is a trim to fit style. Fel Pro #1256 or #1204 should be used for 190 heads. A small amount of silicone is recommended around the water ports and on the bottom of the intake ports. Late model LT-1 reverse cool applications use GM gaskets or Fel-Pro #1284. On some applications it is advisable to eliminate the cork end gaskets and use a bead of silicone instead.
4) EXHAUST GASKETS:
Fel Pro #1404 exhaust gaskets should be used on all street heads. (190 & 195). With minor trimming Fel Pro #1406 may be used on the 210, 220, & 227 standard exhaust heads. For spread ports #1409 should be used. Do not under any circumstances port match exhaust ports to match gaskets. Reverse cool applications use GM gaskets only.
5) VALVE COVER GASKETS:
Fel-Pro #1604 double thick cork with steel core is recommended.
6) HEAD BOLTS & WASHERS:
Quality relief ground bolts or studs are preferable. You must
use a washer between the head and the fastener to prevent galling.
7) HEAD BOLT TORQUE:
All Aluminum heads should be torqued to 65-70 ft/lbs. This should
be done in the proper General Motors sequence in 10 ft/lbs increments beginning at 40 ft/lbs. Moly lube should be applied between fasteners, washers and areas around head bolt to prevent galling and improper torque values. All high compression, supercharged, turbocharged & nitrous motors should receive a retorque after the first run-in and complete cool down. Bolts containing a 12 point head are suggested in 3 areas on each head near the exhaust valve springs where it may be difficult to fit a standard 5/8 hex head socket. In case of head studs, use 12 point nuts. Airflow Research stocks complete and partial head bolt kits, studs and washers for your convenience. Proper ARP #'s for head bolt kit use #134-3701 and head stud kit use #234-4301. Sealer should be applied to all threaded areas that enter into the block water jacketing, Permatex is a good general purpose sealer.
8) ROCKER STUD LOCATION:
Airflow Research heads feature two rocker arm stud locations, standard G.M. and an offset (for maximum intake port volume). The 190, 195, 210 & 220 heads all use the standard G.M. stud location. The 227 heads use the offset location which will require a matching stud girdle. Airflow Research stocks both standard and offset girdles and adjusting nuts for your convenience.
9) GUIDE PLATES:
USE ONLY THE GUIDE PLATES SUPPLIED BY AIRFLOW
RESEARCH! Push rod guide plates are furnished with each set of AFR aluminum heads and installed correctly as shipped. Studs should be torqued to 60 ft/lbs. Silicone sealer is recommended on applications where the stud hole intersects the intake port. The 190, 195, & 210 heads require the long slot of the guide plate to straddle the exhaust push rod. The 220 & 227 heads require the long slot to straddle the intake pushrod. For proper alignment of the rocker arm over the center of the valve, simply loosen the rocker studs and shift the guide plate back and forth until proper alignment is achieved, then torque to 60 ft/lbs.
*IMPORTANT* 5/16 THICK WALL CHROME MOLY HEAT TREATED PUSH RODS SHOULD BE USED TO AVOID WEAR OF THE PUSH ROD FROM CONTACT WITH THE GUIDE PLATE. IF USING A TALL LIFTER/SHORT PUSHROD (6.150 O.L.) COMBINATION THE 220 & 227 WILL REQUIRE SOME CLEARANCING NEAR THE HEAD DECK SURFACE. DO NOT CLEARANCE ANY HIGHER THAN NEEDED OR YOU'LL BREAK INTO THE INTAKE PORT.
10) ROCKER ARMS:
The Airflow Research 190, 195, 210, 220 & 227 aluminum are designed to use standard push rod location rocker arms. (Offset rockers are not required). Clearance between rocker arms and the retainers should be checked. For high RPM stability, the Jessel or T & D shaft systems are recommended. AFR stocks a complete line of standard and shaft rocker arms for your convenience.
IMPORTANT NOTE; DO NOT USE LATE MODEL ROCKER ARMS CONTAINING SIDE RAILS AS THEY WILL CONFLICT WITH THE AFR GUIDE PLATE.
11) VALVE SEATS:
Both intake and exhaust valve seals are heat treated and compatible with unleaded fuels.
12) SPARK PLUGS:
(14mm x 3/4" gasket) no tapered seat style. For race applications Champion C59YC Autolite 3910 or 51, A/C R41 CXLS & NGK R5672A-9 is a good starting point. For street applications use AC FR3LS or Champion RC9YC spark plugs or equivalent. Plug selection is of course dictated by many factors including rpm level, compression ratio and type of fuel. All the above plugs are a starting heat range, blowers or nitrous application usually 1 to 2 heat ranges colder. Spark plug gap should be determined by the ignition manufacturer.
13) 400 BLOCKS:
Steam holes are recommended for all 400 block applications. Use a 400
gasket as a template and drill the three holes nearest the spark plug side of the head straight down, the other three which are very near the head bolt holes should be drilled at a 30 degree angle away from the bolt hole. The center hole will intersect water about 1" down and the two outboard holes to a depth of 2 1/4". Use a 1/8 drill.
COMPRESSION RATIO AND PISTON TO VALVE CLEARANCE MUST CHECKED BEFORE FINAL ASSEMBLY
14) COOLANT:
It is important to maintain a 50/50 mix of antifreeze in the cooling system to
prevent corrosion of aluminum heads. Don't use tap water use distilled water, most supermarkets have purified or distilled water. Check labeling to verify purified through deionization.
15) CENTER BOLT VALVE COVERS:
Valve cover bolts may need to be shortened to prevent
bottoming out before proper gasket clamp is achieved.
16) AIR CONDITIONING & ALTERNATOR BRACKETS:
Late model vehicles with one piece brackets that bolts to the block and cylinder heads, may find it necessary to elongate the holes in the brackets to obtain proper hole alignment. Severe production variances from the O.E.M. as well as block and cylinder head milling will all affect this relationship.
17) PORTING INSTRUCTIONS:
Be aware of water jacket locations between the two center
exhaust ports and above the exhaust ports between the port and the spring pad before getting the bright idea to hog out material in these areas. Push rod cross sections are already maximized.
18) TORQUING:
We suggest not using a torque wrench on intake and exhaust manifold bolts, accessory bolts, or spark plugs. Inaccurate torque wrench values can easily strip the smaller threads. Just snug up hand tight with a wrench only.
19) INTAKE MANIFOLD FIT:
AFR 220 & 227 have extra material on the intake interface of the heads. This raises the intake manifold approximately 3/16" higher than normal. Make sure that your oil pump rod properly engages the oil pump and that your cam and distributor gear alignment is correct. Also a large gap might be present between the end rails of the block, AFR sells spacers to remedy this.
20) TEMPURATURE SENDING:
AFR 220, 227, and 215 heads are not drilled for a sending unit. AFR suggests mounting the sending unit in your manifold.
ROCKER ARMS:
If you are using Comp. Cams 3/8 Pro Magnum rocker arms you will need to use a longer stud (AFR #6409) because of the thicker trunion on this rocker arm.
VALVE TIPS:
Do not grind your valve tips. Some AFR heads have harden stellite tips which cannot be re ground. If ground the tip will mushroom over causing severe damage. If your valve tips are magnetic you can grind a maximum of .015 from the tip.
Installation Instructions Big Block Chevy Aluminum Heads
AFR would like to congratulate you on your purchase of the highest flowing and strongest castings currently offered in a “production: style BB Chevrolet Cylinder Head. These heads, properly installed and maintained, will generate impressive power figures and provide you with years of trouble free service. The following instructions and guidelines are meant to assist you in the proper installation and set-up of your new cylinder heads. It is important that you read through all of this information before attempting installation!!
Inspection:
Check all machined surfaces for nicks, burrs, etc., that might have occurred during shipping or storage. If necessary, carefully dress with a file, or sandpaper supported flat by a straightedge. This is especially important on the head deck and intake manifold flange to have an effective trouble-free gasket seal.
Valve Springs:
It is the customer’s responsibility to check and make sure that spring pressures are correct for his/her camshaft application. We recommend a minimum of .060” clearance from coil bind at full valve lift.
Valve Guide Clearance:
Our typical valve guide clearances are .0013-.0016. In some severe applications with heavy nitrous, marine endurance racing, or blower usage, looser guides might be required. Check with your engine builder.
Piston Dome Clearance:
Piston dome to combustion chamber clearance MUST be checked prior to final engine assembly. This is especially important on pistons that have a .700" + dome heights which are common on high compression 427-511 based engine configurations. Pay special attention to the crest in the chamber directly across from the spark plug. Consider .040 minimum clearance with 7000 rpm or less. Slightly more would be required for motors that are turned higher.
ENGINE BUILDER'S TIP: While doing your "pre-assembly" checks, install the cylinder head on the engine without the head gasket and slowly attempt to turn the motor over. if it turns over freely and you plan on running an .040 thick head gasket, then this simple test would confirm that you have at least the thickness of the head gasket as clearance. if you do feel resistance attempting to turn the engine over, remove the head and carefully place modeling clay over the entire piston dome (just a thin layer will do). reinstall the head and once again turn the motor over slowly until you feel the clay compressing and the engine beginning to bind....do not force it. remove the head and check where the clay has been squeezed away. this is the area that needs to be clearance on the piston to achieve the necessary piston dome to head acceptable tolerance. DO NOT GRIND ON THE CYLINDER HEAD as this will certainly have an adverse effect on airflow as well as power. Carefully clearance the pistons as required until you achieve the proper tolerances. this may take quite a bit of time, as you should slowly creep up on it. Attempt to remove as little material as possible from the piston dome, always checking your progress along the way.
Piston to Valve Clearance:
It is your responsibility to check and make sure you have adequate piston to valve clearance before final engine assembly. Don’t forget to check radial (side) clearance as well.
Spark Plug Clearance:
In the event your engine has extremely tall piston domes, it might be necessary to index the plug electrodes and/or slightly clearance your piston domes to provide a minimum of .060” from piston dome to electrode tip. Do not use projected tip plugs with extremely tall dome design (unless you are certain you have enough clearance).
Note: While on the subject of clearance, it is vital that you check clearance of all moving parts due to the vast array of rocker arms, lifters, cams, springs, etc. Don’t forget to check pushrod to head clearance as well as any potential interference from your rocker arms and spring assemblies prior to final engine assembly.
Rocker Studs:
AFR BB Chevy heads require two different length rocker studs. The (8) shorter studs (referring to the coarse thread length that screws into the head) should be installed on the intake side with a small amount of Teflon or some other non-hardening thread sealer. Conventional bolt thread lubricant can be used on the longer (8) exhaust studs. Never use a shorter stud on the exhaust side.
Note: Torque Rocker Studs to 55-60 ft/lbs.
Valve Seats:
Both intake and exhaust valve seats are heat treated ductile iron and are compatible with unleaded fuels.
Guide Plates:
Only AFR and Comp Cam guide plates will properly fit our AFR Big Block Chevy cylinder heads. We carry them in stock under AFR part #6109: The Comp Cams part # is 4806.
Pushrod's:
All AFR heads will require pushrod's that are longer than stock length. The most common lengths are a +.200” to a +.250”, however, due to a large number of variables (deck height, cam base circle, lifter height, etc.) all pushrod lengths must be physically checked to achieve proper valve train geometry.
Stud Girdle:
All of our BB Chevy Cylinder Heads have been designed with valve angles rolled over two degrees from stock location to provide better flow characteristics. Stud girdles produced for stock chevy castings as well as other aftermarket pieces that have standard valve angles will not fit properly. We stock a high quality girdle in a convenient two piece design that will fit our heads correctly. (Most girdles that fit Dart Heads will also fit due to their two degree roll-over design as well.)
Head Studs/Bolts:
AFR BB heads take one inch longer fasteners along the exhaust port (bottom) side of the cylinder head. AFR stocks complete kits or partial kits (studs or bolts) for the eight additional longer fasteners.
Note: We recommend the use of studs due to the higher clamping load they place on the cylinder heads. Blown, turbo, or nitrous engines should always use studs due to the much higher cylinder pressures they create.
Recommended Gaskets:
Head Gaskets or: Mark IV Block 4.540 Bore Fel-Pro 1017-1
Note: 1017-2 is .051 compressed thickness
Mark IV Block 4.630 Bore Fel-Pro 1057
Mark IV Block 4.625 Bore Fel-Pro 1093
Note: O-ring perfectly round, .051 thick, typical
“pro-stock” style gaskets.
Mark V-VI 4.540 Bore Fel-Pro 1047 or 17048
Mark V-VI 4.630 Bore Fel-Pro 17049
Note: All after market Merlin and Dart Big Blocks accept "Mark IV" style head gaskets.
Intake Gaskets: (For best fit) AFR #6855
Fel-Pro #1275
Mr Gasket #121
Note: Do Not port match your intake manifold to these manufacturer gaskets or Fel-Pro Gaskets, as they do not exactly fit AFR heads. Only use AFR’s #6855 for port matching. Most other gaskets have a slightly larger entrance. You will see NO PERFORMANCE GAIN by opening your heads or intake manifold to the larger gasket opening.
Exhaust Gasket: Fel-Pro #1412
Spark Plug Recommendation:
(Flat seat with gasket, .750 long reach, with a 5/8 hex head)
Autolite #3932 std. tip. race application
Champion #C59C Std. Tip. race application
Champion #R12YC Projected tip, Street application
Note: Other spark plug manufactures offer plugs that will also cross-reference and fit our AFR BBC castings. Always consult with the manufacturer for heat range that best fits your application.
Head Bolt Torque:
All AFR BB Chevy Heads should be torqued to 75 ft/lbs. This should be done in the proper General Motors sequence in 15lbs increments beginning at 30ft/lbs. Moly lube should be applied between fasteners, washers, and area around head bold to prevent galling and improper torque valves. Sealer should be applied to all thread areas of fasteners that enter into block water jackets. Sealer is unnecessary with blocks that have “blind holes” in the deck surface and do not go into water.
Valve Length:
Intake Valve 5.500” (+.250) Exhaust Valve 5.450” (+.100
Important:
Apply anti-seize to all bolts and sparkplug threads to insure long thread life.
Coolant:
It is important to maintain 50/50 mix of antifreeze in the cooling system to prevent corrosion of aluminum heads. Do not use tap water, use distilled water instead. Most supermarkets sell purified or distilled water. Check labeling to verify purified through deionization.
Head Fastener Re-Torque:
All high compression, supercharged, turbo and nitrous motors should receive a re-torque after the first running and complete cool-down. Be sure to back off the fastener about 1/8 of a turn to eliminate false readings from “break-away” torque. Always re-torque in the same general motors sequence you initially tightened them with.
Valve Lash:
Be aware that an aluminum headed/iron block combination usually requires approximately .006 tighter lash when it is cold. An all aluminum engine could be as much as .010-.020 tighter when the motor is cold. Every motor is different, but these guidelines should get you in the ballpark.
If you require more assistance:
Please feel free to contact us here at AFR either by phone/fax/email, and someone will be back to you shortly to answer any further questions you might have.
Cleaning:
AFR thoroughly cleaned your heads prior to shipment. Your heads were washed in water soluble chemical agitation tank and blown out with high pressure air 3 to 4 times before they were boxed. However during some machining operations chips are packed and wedged into the water jacketing and occasionally come loose in transit. Keep in mind one chip the size of a dime breaks into hundreds of tiny chips and makes the situation appear much worse than it is in reality. It is not usually if you blow high pressure air into the water jacketing to see additional foreign debris, or chips finding their way out. AFR recommends that you thoroughly blow out your heads prior to installation.
Installation Instructions Small Block Ford Aluminum Heads
ATTN: PLEASE READ THROUGH ALL INSTRUCTIONS BEFORE ATTEMPTING
CYLINDER HEAD INSTALLATION.
VALVE SPRINGS :
IT IS THE CUSTOMERS RESPONSIBILITY TO CHECK AND MAKE SURE THAT SPRING PRESSURES ARE CORRECT FOR HIS CAM.
VALVE CLEARANCE GUIDE:
INTAKE AND EXHAUST GUIDE CLEARANCE ARE .00125, ON SOME SEVERE APPLICATIONSWITH HEAVY NITROUS, MARINE OR BLOWER USAGE LOOSER GUIDES MIGHT BE REQUIRED.
IMPORTANT:
APPLY ANTI-SEIZE TO ALL BOLTS AND SPARKS PLUGS TO ENSURE A LONG THREAD LIFE.
*WARNING*
PISTON DOME TO CYLINDER HEAD CLEARANCE MUST BE CHECKED PRIOR TO FINAL ASSEMBLY OF ENGINE.
*WARNING*
ROCKER STUDS ARE INSTALLED FOR SHIPPING PURPOSES ONLY! THESE STUDS MUST BE SEALED AND TORQUED TO 60 FT/LB. BEFORE RUNNING THE ENGINE.
IMPORTANT:
COMPRESSION RATIO AND PISTON TO VALVE CLEARANCE MUST BE CHECKED BEFORE ASSEMBLY. PART NUMBERS #1420, #1422, #1490 & #1492 WITH 2.020 VALVES USUALLY WILL NOT FIT A PISTON WITHOUT VALVE NOTCHES HAVING PROPER RELIEFS. PART #1450 & 1451 WITH 2.080 VALVES MIGHT EXPERIENCE THE SAME ISSUES.
NOTE: 1986 5.0L MUST HAVE PISTONS NOTCHED FOR CLEARANCE.
COOLANT:
It is important to maintain a 50/50 mix of antifreeze in the cooling system to prevent corrosion of aluminum heads. Do not use tap water use distilled water, most supermarkets have purified or distilled water. Check labeling to verify purified though deionization.
TORQUING:
We suggest NOT using a torque wrench on intake and exhaust manifold bolts. Just snug up hand tight with a wrench only.
VALVE SEATS:
Both intake and exhaust valve seats are heat-treated and compatible with unleaded fuels.
ACCESSORIES:
Although AFR street cylinder heads will accept OEM components rocker arms, valve covers, intake manifold, 7/16" bolts for 165cc head and 1/2" for 185cc & 205cc & 225cc head, we highly recommend that premium quality hardware be used with your new heads.
HEAD GASKETS:
Use Fel-Pro #1011-1 for years 1962 - 82 for 1983 - 1995 Fel-Pro #1011-2. For high compression (12:1 and above) nitrous or forced induction, consider using Fel-Pro #1006 Lock wire. NOTE: 1006 Lock wire gasket will require modification of the head deck surface by a competent machine shop to Fel-Pro specifications, also put a small amount of silicone around water cross-over in head deck when using 1006 gasket.
INTAKE GASKETS:
Important: Do not port match you intake manifold to these below gaskets, as they do not exactly fit AFR heads. Use Fel-Pro #1250 on either the 165cc or 185cc intake runner head. For the 205cc use Fel-Pro #1262. The 225cc runner head will require the Fel-Pro 1262R. A small amount of silicone is recommended around the water ports and the intake port.
EXHAUST GASKETS:
Any header or manifold designed for original equipment heads will fit the AFR 165cc or 185cc street cylinder heads, use Fel-Pro #1415 exhaust gasket. For the 205cc use Fel-Pro #1487 exhaust gasket.
VALVE COVER GASKET:
Use Fel-Pro #1645 ¼ thick cork-lam with steel core.
HEAD BOLTS or STUDS:
High quality head studs or head bolts with hardened washers must be used to prevent galling of the aluminum head. Recommended head bolts are ARP #154-3701 for engines with 7/16" head bolt holes (289 and 302 CI). Engines with 1/2" head bolts holes (351-w and 302 CI SVO) should use ARP # 154-3603. For maximum head gasket-clamping AFR recommends head stud kits. AFR part #1420, #1422, #1450, #1451, and #1492 heads come with head bolt hole drilled to 1/2". If installing on a 289-302 block with 7/16 threads, a head bolt reducer bushing 1/2 to 7/16 must be used, AFR part #6324.
HEAD BOLT TORQUE:
Apply moly-oil mixture to washers, and area around head bolt to prevent galling and improper torque readings. Torque to 70 ft/lbs. for 7/16" bolts or studs (289 or 302) or 100 ft/lbs. for 1/2" bolts or studs (351W) in three or four steps following the factory tightening sequence. Then tighten the long (upper) head bolts or studs to 80 ft/lbs. (7/16") or 110 ft/lbs. (1/2"). A re-torque is recommended after initial start-up and cool down (allow 2 - 3 hours for cooling). Sealer should be applied to all head bolts or studs that enter into the blocks water-jacketing system. Permatex is a good general-purpose sealer.
SPARK PLUGS:
Use 14mm x 3/4" reach gasketed spark plugs, no tapered seat plugs. Street application use Autolite 3924, for 205cc & 225cc race head use Autolite 3922, or equivalent. Plug selection is of course dictated by many factors including RPM level, compression ratio, and fuel type. Forced induction or nitrous applications usually require 1 to 2 heat ranges colder. Spark plug gap should be determined by the ignition manufacturer.
HYDRAULIC LIFTER PRE-LOAD:
With part #'s 1400, 1402, 1420, & 1422 cylinder heads hydraulic lifter pre-load is easily adjustable due to the stud/guide plate design. Harden heat treated chrome moly pushrod's are required with guide plate style heads. Rocker arm studs should be torqued to 60 ft./lbs. they are not torqued from AFR, torque pedestal rocker arms to stock recommendation. On part #'s 1472, and 1492 adjustments to lifter pre-load with non-adjustable pedestal bolt down rocker arms cam only be made with shims as sold by Ford SVO HM-6529-A302 or Crane #99170-1. AFR recommends 1/4 - 1/2 turn pre-load for hydraulic cams. Rocker arm geometry should be checked making sure that the contact point of the roller or pad on a stock rocker remains centered on the valve tip and does not roll off the edge. Visual inspection of the rockers, valve springs, retainers, and pushrod's should be made to ensure that none of the components come into contact with each other. If problems with valve train exist, simple changes such as pushrod length may have to be made. If pushrod to cylinder head contact is evident loosen rocker stud and re-align guide plate as needed.
ROCKER ARMS:
If you are using Comp. Cams 3/8 Pro Magnum rocker arms you will need to use a longer stud (AFR #6409) because of the thicker trunion on this rocker arm.
VALVE TIPS:
Do not grind your valve tips. Some AFR heads have harden stellite tips which cannot be re ground. If ground the tip will mushroom over causing severe damage. If your valve tips are magnetic you can grind a maximum of .015 from the tip.
ALTERNATOR BRACKET:
Some years require the supplied 5/8-11-7/16-14 reducer to be installed into air pump thread in order to properly mount the alternator.
CLEANING:
AFR thoroughly cleaned your heads prior to shipment. Your heads were washed in water soluble chemical agitation tank and blown out with high pressure air 3 to 4 times before they were boxed. However during some machining operations chips are packed and wedged into the water jacketing and occasionally come loose in transit. Keep in mind one chip the size of a dime breaks into hundreds of tiny chips and makes the situation appear much worse than it is in reality. It is not usually if you blow high pressure air into the water jacketing to see additional foreign debris, or chips finding their way out. AFR recommends that you thoroughly blow out your heads prior to installation.
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AIR FLOW RESEARCH | 10490 ILEX AVENUE | PACOIMA, CA 91331-3137 | 818-890-0616
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