F13, AFR redyno with 90/90
03-25-2006, 12:40 AM
#1
F13, AFR redyno with 90/90 I will let the graph speak for itself lol. I was quite happy. Sorry the graph isnt fully smoothed here. I ran out of ink but it is 447 RWHP SAE and 415-420 RWTQ. There was an issue with the tach lead so that is why it is in speed and not rpm but I have a 6600 redline. The torque was peaking everywhere, said I made 1000 ftlbs lol so I just left that off. I definately picked up torque after peak by about 10-15. This intake is not ported either and 10.2:1 ish compression. The graph shows before and after, only chnages being pushrods and intake.
Now a special thanks to Tony Mamo. I spoke with him about pushrods. From my scans it shows 15 g/sec more air WOT 5500 rpm compaired to the old ones. This power pick up was a split from the intake and the pushrods for sure. Mine were too short and he told me to go 0.080-0.100 on the preload. After measuring I found out I needed 7.450's. So dont just take something for granted, check the proper length so you can take full advantage of your cam
Hard to see the air fuel but it was pretty damn good, just a little on the lean side and I think it may have caused some KR but my computer died so I lost the logs This was all done on a street tune BTW, I didnt change anything on the dyno.
Got bored with excel and made a torque curve to show it better
Now a special thanks to Tony Mamo. I spoke with him about pushrods. From my scans it shows 15 g/sec more air WOT 5500 rpm compaired to the old ones. This power pick up was a split from the intake and the pushrods for sure. Mine were too short and he told me to go 0.080-0.100 on the preload. After measuring I found out I needed 7.450's. So dont just take something for granted, check the proper length so you can take full advantage of your cam
Hard to see the air fuel but it was pretty damn good, just a little on the lean side and I think it may have caused some KR but my computer died so I lost the logs
This was all done on a street tune BTW, I didnt change anything on the dyno.Got bored with excel and made a torque curve to show it better
Last edited by WS6FirebirdTA00; 03-26-2006 at 10:51 PM.
03-25-2006, 08:21 AM
#4
Very nice gains Mike. Definitely money well spent. Gotta love more power without any driveability downsides.
__________________
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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
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03-25-2006, 10:11 AM
#9
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Nice gains, nice power overall. 
That torque curve is pretty sweet. I bet its a lot of fun.
On a side note, I guess there was some good come out of all the pushrod length discussions on here a little while ago. Glad you got it figured out.
That torque curve is pretty sweet. I bet its a lot of fun.
On a side note, I guess there was some good come out of all the pushrod length discussions on here a little while ago. Glad you got it figured out.
03-25-2006, 05:10 PM
#14
On The Tree
Originally Posted by Black02SS
Those are nice numbers, but I am wondering how you can have accurate HP readings when the torque is off. HP is derived from TQ and RPM. Just curious.
300 ft.lbs x 6000rpm/5252=342HP
342HP/6000 x 5252=299.36ft.lbs
03-25-2006, 09:41 PM
#15
Originally Posted by bad95killer
Awesome #'s man esp. on Torque side...DAMN 
Congrats buddy
waiting to see Tony comment on this
peace
Congrats buddy
waiting to see Tony comment on this
peace
Another "real world" example of what I have been preaching for almost two years now....the devil is in the details and the details seperate the serious guys from the not so serious (the serious guys usually make more power).
Cam degreeing, checking valvetrain geometry, checking P to V, proper quench, etc. etc. all add up to an engine that is not only more powerful but more reliable as well.
There is still some power left in a few small details and if my hunch is correct, Im betting in 6 months or less you will be seeing a dyno gragh in the 470+ range out of essentially the same combination with a few more tweaks....
Congrats Mike on the excellent results....but I can tell your just getting warmed up.....LOL
Regards,
Tony
03-25-2006, 09:43 PM
#16
Originally Posted by waSStock
DynoJets do not measure torque....they measure HP(accelerate a known mass), add the fudge factor, then back calculate torque from the RPM and HP...same math, just a different order.
300 ft.lbs x 6000rpm/5252=342HP
342HP/6000 x 5252=299.36ft.lbs
300 ft.lbs x 6000rpm/5252=342HP
342HP/6000 x 5252=299.36ft.lbs
They work the inverse of a flywheel engine dyno which measures TQ and mathmatically converts to horsepower....
03-25-2006, 11:39 PM
#19
Originally Posted by Tony Mamo @ AFR
Another "real world" example of what I have been preaching for almost two years now....the devil is in the details and the details seperate the serious guys from the not so serious (the serious guys usually make more power).
Cam degreeing, checking valvetrain geometry, checking P to V, proper quench, etc. etc. all add up to an engine that is not only more powerful but more reliable as well.
Cam degreeing, checking valvetrain geometry, checking P to V, proper quench, etc. etc. all add up to an engine that is not only more powerful but more reliable as well.
03-26-2006, 07:50 AM
#20
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Originally Posted by WS6FirebirdTA00
preload was 0.025-0.030 or so, and now it is set to 0.075-0.080. Ultimately I should be at 0.100" according to Tony so I will get that once I get rid of my thick head gaskets and mill the heads
