AFR 205 heads + T-Rex + stock LS1 shortblock = 502rwhp NA
02-16-2009, 09:41 PM
#1
AFR 205 heads + T-Rex + stock LS1 shortblock = 502rwhp NA I recently had the pleasure to tune a strong running LS1 F-body. It made extremely good power considering it had a number of very dyno un-friendly parts on it...namely a 12 bolt with 4.56 gears, a steel driveshaft, and heavier than stock billet steel flywheel.
This was a true stock displacement LS1 with flycuts in the stock pistons. Credit for the big power comes thanks to Tony Mamo who ported the FAST 90 intake manifold and massaged the combustion chambers and valve job on the AFR 205 cylinder heads. The chambers are 59cc. The cam is a Thunder Racing 242/248 .610/.615" 110LSA T-Rex cam. The headers are QTP 1 3/4" with high velocity merge collectors and 3" single cutout. The motor was tuned in speed density as there was no Mass Airflow Sensor.
The car had an SLP Blackwing intake lid and SLP dual dual catback exhaust. With the exhaust closed, the car made 488rwhp/421rwtq. Here's the dyno:
Next we opened up the 3" cutout. The car made 497rwhp/428rwtq. Being so close to 500, we decided to swap the SLP Blackwing intake lid out for a more free-flowing UPD lid. The motor gained another 5rwhp for the final number of 502rwhp/432rwtq. Kudos to Tony Mamo for another awesome performing intake/head combo. If the customer adds an electric water pump, Yella Terra Rockers and a lighter flywheel, the combo will probably dyno another 15 rwhp higher. A 10 bolt with 3.42 gears and aluminum driveshaft would have dynoed even better.
This was a true stock displacement LS1 with flycuts in the stock pistons. Credit for the big power comes thanks to Tony Mamo who ported the FAST 90 intake manifold and massaged the combustion chambers and valve job on the AFR 205 cylinder heads. The chambers are 59cc. The cam is a Thunder Racing 242/248 .610/.615" 110LSA T-Rex cam. The headers are QTP 1 3/4" with high velocity merge collectors and 3" single cutout. The motor was tuned in speed density as there was no Mass Airflow Sensor.
The car had an SLP Blackwing intake lid and SLP dual dual catback exhaust. With the exhaust closed, the car made 488rwhp/421rwtq. Here's the dyno:
Next we opened up the 3" cutout. The car made 497rwhp/428rwtq. Being so close to 500, we decided to swap the SLP Blackwing intake lid out for a more free-flowing UPD lid. The motor gained another 5rwhp for the final number of 502rwhp/432rwtq. Kudos to Tony Mamo for another awesome performing intake/head combo. If the customer adds an electric water pump, Yella Terra Rockers and a lighter flywheel, the combo will probably dyno another 15 rwhp higher. A 10 bolt with 3.42 gears and aluminum driveshaft would have dynoed even better.
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
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02-16-2009, 09:47 PM
#3
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Just went back and really took a look at the graph. What a monster 346. With a cam that large, how's the driveability in a 346 ?? 242/248 is bigger then the cam in my 402 !!!
02-16-2009, 09:53 PM
#4
Driveability is quite good thanks to the high airspeed of the cylinder heads and the speed density tune. Interestingly, we found this combo liked less timing than some other cylinder heads. We started at 28 degrees at peak power, lost 2 rwhp when we went to 30 degrees, but gained 1-2 rwhp when we dropped timing to 26 degrees. A credit to excellent combustion efficiency by the Mamofied AFR 205s. Yes, this is a big cam. Funny thing, most people consider the T-Rex to be a camshaft best suited for unmodified stock cylinder heads. I think the dyno graphs show that it is also a formidable stick with the right cylinder heads too.
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
02-16-2009, 09:58 PM
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Looks like the car with the exhaust capped isn't all that bad considering the power it has down low. does the cam surge at cruising rpms say like 1500? Obviously, by looking at the combo, this soesn't appear to be a car that takes many long distance trips on the highway so I am sure if there is a cam surge down low, it isn't experience much.
(edit) - sorry, I was writting this as Pat G was posting.
(edit) - sorry, I was writting this as Pat G was posting.
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02-16-2009, 10:09 PM
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From what I have gathered it is a better flowing lid but the company bailed out a few years back. Someone that Pat knows still has some laying around and they are very nice lids. Do a search and you will come across them.
02-16-2009, 10:30 PM
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wow 500+ thru 12 4:56s is impressive! I like how you picked up power with less timing, it just goes to show that with a cc this efficient you dont need a 28+ degrees of timing to make good power.
Last edited by 98camaroLS1M6; 02-16-2009 at 10:44 PM.
02-16-2009, 10:49 PM
#12
SLP Blackwing intake lid, does anyone have a picture if this lid...is it the one that necks down real thin by the maf or is it like any other aftermarket lid...
amazing numbers truely...
amazing numbers truely...
02-17-2009, 07:46 AM
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Looks like the HP curve was still climbing......you think with a more stout bottom end you could've spun her a few hundred more RPMS and picked up more power ?? Question is, would it be worth it considering the torque was diving ??
