My Mamo NA 434 build finally on the road!
12-23-2012, 12:40 AM
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My Mamo NA 434 build finally on the road! And it's been a long road. I started working with Tony in November of 2011. I made contact with Tony via this forum about a set of AFR 215 heads. Needless to say many sleepless nights, pissed off wife and an empty bank account, I went in a totally different direction....
I must first say that working with Tony has been a great experience. His customer service is top notch. All emails and phone calls answered within hours, sometimes minutes. I learned alot from him working through this build especially from those rooky mistakes, ie: forgetting to put spacers on the windage tray! Or asking him for a set of lifter trays while running the Comp limited travel lifters that have the bar attached to them, LOL. Tony was a good sport and took it easy on me.
This monster destroys the rear tires up through the gears in my 94 RX7. Total weight with air conditioning and all the creature comports and complete interior sits at 2,850lbs. Mid range torque is what I would call "violent".
No dyno numbers yet. Just seat of the pants happiness.
Here is my build specs:
I must first say that working with Tony has been a great experience. His customer service is top notch. All emails and phone calls answered within hours, sometimes minutes. I learned alot from him working through this build especially from those rooky mistakes, ie: forgetting to put spacers on the windage tray! Or asking him for a set of lifter trays while running the Comp limited travel lifters that have the bar attached to them, LOL. Tony was a good sport and took it easy on me.
This monster destroys the rear tires up through the gears in my 94 RX7. Total weight with air conditioning and all the creature comports and complete interior sits at 2,850lbs. Mid range torque is what I would call "violent".
No dyno numbers yet. Just seat of the pants happiness.
Here is my build specs:
- Brand new resleeved Katech LS2 block bored to 4.155 for the 434 assembly
- Mamofied AFR245 heads with upgrade 8019 springs, hollow stem intake valves.
- 434 Callies rotating assembly with Wiseco -3cc pistons, GFX ring pack.
- Comp cam .623/.623 247/247 on a 114 LSA
- Yella Terra Ultralite 1.7 rockers
- Manton 11/32 pushrods
- Comp limited travel lifters
- Mamo ported oil pump
- ATI super dampner
- Mamofied FAST102 intake manifold
- 102 throttle body, cable drive
- 4" intake tube with LS7 cartriage MAF
- 1.75" runner x3" collector long tube headers y-pipe 3.5" single exhaust.
- Meizere electric water pump
- Cadillac Escalade coils,(supposed to be higher output than LS1 coils)
- Siemens #60 injectors with FAST fuel rail.
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12-23-2012, 11:51 AM
#10
BTW what's the ICL on that cam?
I know Tony prefers a later EVO with his heads than most cam guys would use on other applications, but it seems to work very well with his cylinder heads. I wonder if it's the valve job on the exhaust valve and the exhaust port itself that prefers the later EVO on the AFR heads. I know Tooley with his N20 exhaust port and 50* valve job that comes with it prefers more of a earlier EVO.
I know Tony prefers a later EVO with his heads than most cam guys would use on other applications, but it seems to work very well with his cylinder heads. I wonder if it's the valve job on the exhaust valve and the exhaust port itself that prefers the later EVO on the AFR heads. I know Tooley with his N20 exhaust port and 50* valve job that comes with it prefers more of a earlier EVO.
12-23-2012, 04:33 PM
#12
BTW what's the ICL on that cam?
I know Tony prefers a later EVO with his heads than most cam guys would use on other applications, but it seems to work very well with his cylinder heads. I wonder if it's the valve job on the exhaust valve and the exhaust port itself that prefers the later EVO on the AFR heads. I know Tooley with his N20 exhaust port and 50* valve job that comes with it prefers more of a earlier EVO.
I know Tony prefers a later EVO with his heads than most cam guys would use on other applications, but it seems to work very well with his cylinder heads. I wonder if it's the valve job on the exhaust valve and the exhaust port itself that prefers the later EVO on the AFR heads. I know Tooley with his N20 exhaust port and 50* valve job that comes with it prefers more of a earlier EVO.
port/runner is so efficient that steps are taken to stall/tailor it to match
the IN port its working with. Maximizing low/mid lift on whatever size IN
runner and then making the EX stay in the 80-85% E/I ratio. Nitrous EX
ports need to be huge and I'd bet the early EVO helps get the extra bad-
stuff going sooner especially since the 50deg seat sacrifices low-lift flow #s
as a trade of for higher .400-.900" range.....Cool stuff that airflow guys
really have a sound understanding of.
12-23-2012, 10:09 PM
#17
You're right on with your thoughts...I've read where Tony feels the exhaust
port/runner is so efficient that steps are taken to stall/tailor it to match
the IN port its working with. Maximizing low/mid lift on whatever size IN
runner and then making the EX stay in the 80-85% E/I ratio. Nitrous EX
ports need to be huge and I'd bet the early EVO helps get the extra bad-
stuff going sooner especially since the 50deg seat sacrifices low-lift flow #s
as a trade of for higher .400-.900" range.....Cool stuff that airflow guys
really have a sound understanding of.
port/runner is so efficient that steps are taken to stall/tailor it to match
the IN port its working with. Maximizing low/mid lift on whatever size IN
runner and then making the EX stay in the 80-85% E/I ratio. Nitrous EX
ports need to be huge and I'd bet the early EVO helps get the extra bad-
stuff going sooner especially since the 50deg seat sacrifices low-lift flow #s
as a trade of for higher .400-.900" range.....Cool stuff that airflow guys
really have a sound understanding of.
I haven't worked with but 4 sets of AFR heads and 2 of them were boosted applications and the other is a 408 that I'm currently doing a cam for a customer with a CTS-V and I'd like to hear Tony's thoughts on this.What I do know about the N20 exhaust port and valve job is that it actually is no larger than the regular exhaust port, it is the throat area and blended section of the exhaust runner that is changed to accomodate the 50* valve angle and surronding seat area. This is done as you said to sacrice flow at .100" inch lift which effectively reduces over-scavenging at low lifts and with a long runner intake at low lift or any lift for that matter, the last thing you want to do is over-scavenge it. This is very much like reducing overlap in the camshaft profile as the majority of time spent during the overlap phase is between .006" lift and .050" lift. With a long runner intake manifold it's critical not to over-scavenge the runner as it will hamper power and torque production. I would love to continue, but don't want to hi-jack the OP's thread with his beautiful car...
Last edited by Sales@Tick; 12-23-2012 at 10:15 PM.
12-24-2012, 08:43 AM
#18
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I cannot take any credit for the intake setup.
http://www.sambergperformancefabrica..._cat=mazda-rx7
This company makes LS swap kits for the FD RX7. the intake is part of the radiator assembly.
http://www.sambergperformancefabrica..._cat=mazda-rx7
This company makes LS swap kits for the FD RX7. the intake is part of the radiator assembly.
12-24-2012, 08:44 AM
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ICL is 113. Puts the EVO at 18 degrees.
BTW what's the ICL on that cam?
I know Tony prefers a later EVO with his heads than most cam guys would use on other applications, but it seems to work very well with his cylinder heads. I wonder if it's the valve job on the exhaust valve and the exhaust port itself that prefers the later EVO on the AFR heads. I know Tooley with his N20 exhaust port and 50* valve job that comes with it prefers more of a earlier EVO.
I know Tony prefers a later EVO with his heads than most cam guys would use on other applications, but it seems to work very well with his cylinder heads. I wonder if it's the valve job on the exhaust valve and the exhaust port itself that prefers the later EVO on the AFR heads. I know Tooley with his N20 exhaust port and 50* valve job that comes with it prefers more of a earlier EVO.