You see, as those partnerships with the world’s standout race teams have progressed, FED was able to invest in very advanced machinery, tooling, and computerized engineering capabilities to maximize its products. Well, it’s not really simple, but the machinery and methods available today can certainly make it appear so. 010-inch cut to ensure the surface is finished properly. The proper cylinder head deck finish is crucial to head gasket seal, and every factory CNC-ported head sold by Frankenstein receives a.
With the expertise Frank and his team gained over the years, by competing in all of these racing classes, they are able to design cylinder heads and induction components that win races and set records - but most of all, perform as advertised.
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When you consider the expertise which is required to develop induction packages which perform at the top of the heap in those demanding professional racing conditions, understanding airflow capability and theory about what is required to make cylinder heads perform well on engines like the LS/LT twins, Coyote/Voodoo, and late-model Hemi platforms comes as second nature. If the heads don’t perform, the engine will be a slug. The induction system is the most important element to a strong-performing engine, and breaking it down further, the cylinder head is potentially the most critical piece of the pie. These can include port layout, compromises made at the factory in the name of emissions legality, and even fuel economy concerns. Racers using factory cylinder heads are constrained by many limitations that can affect the engine’s ultimate performance. In fact, FED performs an astounding amount of port work on factory cylinder head castings, designed for the Average Joe like you and me to maximize horsepower with a reasonable cost.
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Today, FED manufactures cylinder heads which are used in the upper echelons of racing - including Pro Mod and even Top Fuel porting - although the company hasn’t forgotten those customers who have helped it to achieve such breathtaking heights in the racing industry. All of those experiences led him to open Frankenstein Engine Dynamics in 2013. As such, he parlayed his contacts into several positions throughout the racing world, developing induction systems for several companies working in professional racing categories including Pro Stock and NASCAR programs. Needless to say that Frank’s educational resume leaves nothing to the imagination, but that’s nothing without practical experience. Finally, he was in the first graduating class at Ben Strader’s EFI University.
He was porting cylinder heads in his garage-under the Frankenstein Racing Heads name - while attending Florida State University, where he earned a degree in mechanical engineering, before attending the School of Automotive Machinists and working through their curriculum. Helmed by Chris Frank, whose induction development techniques stretch back to the earliest LS engines, is the main guy at FED. That’s where the induction system experts at Frankenstein Engine Dynamics (FED) enter the picture. And since an engine is simply an air pump, enhancing its ability to move air into and out of the cylinders is the key to the equation. Whether those powerplants are factory-built or a full-on race pieces doesn’t matter, as improving performance is the goal.
For as long as hot-rodding existed, racers and enthusiasts have been pushing their engines for more horsepower.