618 RWHP AFR head dyno
02-19-2005, 12:52 PM
#1
Launching!
Thread Starter
618 RWHP AFR head dyno Well, OK, it's a bit of a ringer 
Specs:
'67 Camaro
548 CID, 4.53 bore x 4.25 stroke
Merlin aluminum block, Eagle crank and rods, SRP pistons, 10.6 compression
AFR 315 CNC heads (a Tony Mamo design), 312 CFM @ .400 lift, 380 CFM @ .600 lift
Comp XR280 street roller, 242/248 @ .050, .650 lift
Edelbrock Victor Jr. modified for EFI, 1350 CFM Accel TB, FAST ECU
Combo selected by me, machined by Gray's Automotive, Tigard, OR
2" long tube custom headers, 3" exhaust with custom x-pipe and Borla XR1s
Tremec 5 speed, 9" rear with 3.00 gears, 315x17s
Made only one full throttle pass due to ignition problem, still made 618RWHP and 613 ft-lb on a DynoJet at McGee's automotive, Lake Oswego, OR. Full exhaust and accessories. Made over 550 ft-lb from 3000 to 6000.
Despite those 315s, traction is a huge problem
Specs:
'67 Camaro
548 CID, 4.53 bore x 4.25 stroke
Merlin aluminum block, Eagle crank and rods, SRP pistons, 10.6 compression
AFR 315 CNC heads (a Tony Mamo design), 312 CFM @ .400 lift, 380 CFM @ .600 lift
Comp XR280 street roller, 242/248 @ .050, .650 lift
Edelbrock Victor Jr. modified for EFI, 1350 CFM Accel TB, FAST ECU
Combo selected by me, machined by Gray's Automotive, Tigard, OR
2" long tube custom headers, 3" exhaust with custom x-pipe and Borla XR1s
Tremec 5 speed, 9" rear with 3.00 gears, 315x17s
Made only one full throttle pass due to ignition problem, still made 618RWHP and 613 ft-lb on a DynoJet at McGee's automotive, Lake Oswego, OR. Full exhaust and accessories. Made over 550 ft-lb from 3000 to 6000.
Despite those 315s, traction is a huge problem
02-19-2005, 01:09 PM
#3
Launching!
Thread Starter
.... Dont u think it might need a larger cam than that? I think it should pick up 15-30rwhp more with a more aggressive cam. Trending Topics
02-21-2005, 10:18 PM
#8
Launching!
Thread Starter
Ignition problems are fixed (burned plug wires too close to headers).
It could easily make more HP with a bigger cam, but the motor is already is so overwhelming on the street that it's irrelevant. And it will theoretically run deep into the 10s on the strip, but only theoretically since NHRA regs require a full cage on convertibles below 11. Plus, this cam is very friendly on the street - it pulls steadily at 1200 rpm in 5th on the highway.
There's plenty more to be had if I wanted pure numbers. It's running about 33 degrees to stay out of detonation on 92 octane - with Torco, I could go 38 - 39 degrees where most big blocks make max power. The A/F was in the high 11s to low 12s - I'll lean it out for the next run. The accessory drive is stock ratio (no underdrive) and everything is driven (water pump, ac, alternator, ps). It's running 20w-50 mineral oil for break in. There's 30 HP or more just in basic tweaks - all of which is irrelevant until I spend the next couple of years learning how to drive this much power. It's an absolute beast.
It could easily make more HP with a bigger cam, but the motor is already is so overwhelming on the street that it's irrelevant. And it will theoretically run deep into the 10s on the strip, but only theoretically since NHRA regs require a full cage on convertibles below 11. Plus, this cam is very friendly on the street - it pulls steadily at 1200 rpm in 5th on the highway.
There's plenty more to be had if I wanted pure numbers. It's running about 33 degrees to stay out of detonation on 92 octane - with Torco, I could go 38 - 39 degrees where most big blocks make max power. The A/F was in the high 11s to low 12s - I'll lean it out for the next run. The accessory drive is stock ratio (no underdrive) and everything is driven (water pump, ac, alternator, ps). It's running 20w-50 mineral oil for break in. There's 30 HP or more just in basic tweaks - all of which is irrelevant until I spend the next couple of years learning how to drive this much power. It's an absolute beast.
02-23-2005, 11:39 AM
#13
Launching!
Thread Starter
Once I get the car out to PIR (Portland International Raceway) for a track day I'll know more about how well the truck arm setup works. I will say, though, that it is a real PITA from a packaging standpoint on a first gen Camaro - have to raise the rear footwells, and lots of special fab to get a rear exit exhaust. Had I known all of what I was getting into with the TA setup, I might have gone with a Detroit Speed four bar setup.
