beardWS6

iTrader: (1)

Looking at my set-up-car in sig, my heads I have now flow about 290 at 600 lift. How much of a power gain would I get with another set of heads that flow, say 340 at 600lift. Looking at maybe doing this. But I want a set of heads I can bolt to a iron 408 or bigger in the future! Thats my plan. Tell me your thoughts, thanks!

PS. Cam specs are 232 234 598 598 114lobe.

Patrick G

iTrader: (14)

With a .598 cam, I wouldn't even be looking at what the head flows at .600". The piston has its greatest velocity and strongest draw when the valve is around .300-.400 lift. That's why heads with strong mid-lift flow numbers out-power heads with superior flow at .600". Take a look at all the cars with AFR 205 heads. Nearly all of them make above-average power, but if you look at the AFR 205 flow at .600", it's nothing spectacular. So why do the AFR 205s make more power? Because they have superior airflow at low and mid-lifts plus very high airspeed (because of the small cross-sectional area). In a nutshell, you should be more concerned with mid-lift flow for the cam you're running.

For a 408 in the future, you may want to wait for the small chamber AFR 225s, but based on Tony Mamo's great results on a 383 with 205s, they still may be worth running, even on a 408.

BTW, I thought you were tired of big cams? Didn't you hate the driveability of your Y1 cam?

beardWS6

iTrader: (1)

I was with the Y1. I believe if I would have gotten the Y1 in a 114 lobe or maybe a 115 like HPE`s cam it would have been alot better for my A4. the new cam drives pretty good. I haven`t had it to the track yet to see how she runs! Who know`s, this might be a good combo! Just sorta looking at doing things alittle differant. But the future is a big cubed motor on spray!! Thanks for your reply!!

Patrick G

iTrader: (14)

I don't think there was a problem with the old cam. I think with the proper tune, you would have enjoyed the driveability. LS1 Edit is somewhat limited when it comes to adjusting for critical idle issues. I've seen T-Rex powered 346s idle and drive very close to stock.

Speed density tune, RAF, VE, spark and IAC effective area tables need to be nailed. Edit is very limited in many of these areas.

Cstraub

iTrader: (1)

Peak flow number x .2552 x No. of Cylinders = HP @ 100% VE This will show you the potential of any engine based on the airflow that it has at its disposal.

Chris

beardWS6

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I had Jason at MTI and Mike at G-force try to tune it. I believe they are some of the best. The Y1 worked well with a 6sp just not my A4! I love the power and sound of it. Didn`t want to get rid of it.

Patrick G

iTrader: (14)

No doubt, those guys are in an elite league when it comes to tuning (especially for WOT dyno power). What I'm talking about though is a comprehensive driveability tune. Done correctly, it usually takes HOURS of data logging to get every phase of driveability spot on. Don't know if they spent the time driving your car and logging your Trim Tables, VE tables, dynamic air vs. desired idle air, spark tables during light throttle, IAC Effective Area, etc. If not, then you owe it to yourself to have those areas addressed with your next cam install.

A kickass driveability tune will make the difference between loving a big cam or hating it.

Tony Mamo @ AFR

iTrader: (13)

NO DOUBT!

beardWS6

iTrader: (1)

Who does tuning like this? I might end up going with a new set of heads and cam soon. Tony, how are your AFR heads flowing?

Sport Side

iTrader: (6)

Thank you Mr.