AFR H/C recipe Questions/Alterations.
06-01-2006, 11:31 AM
#1
AFR H/C recipe Questions/Alterations. The heads used in the recipe are the AFR 205cc with 66cc combustion chambers, then they are milled .030". Is that correct?
For an extra margin of safety I am considering either milling less, (~0.020"), or using the stock thickness head gasket instead of the .040" Cometic. Is this advisible? Which route would be better? How much will this hurt performance? (Being that the quench and CR/DCR will have changed from that of the "recipe".)
Or maybe I shouldn't mess with success, I'm sure lots of R&D was done to come up with the recipe.
Now onto the cam. If I ask for the 224/228 .581/.588 114 LSA will I get the "recipe" cam? This is a Comp grind which uses the XER lobes, correct?
Another option I am contemplating is the Comp spring upgrade. IMO springs are important and I'm willing to spend more money to get the best. Is the spring upgrade a good idea for my combo?
To round out my parts list I plan to use Morel lifters, and of course, hardened push rods of the proper length.
Thanks for taking the time to read about my boring plans.
PS down the road once everything is smoothed out and tuned I will add a small shot of nitrous
(knowing that my stock rear end will some day go off like a grenade lol)
For an extra margin of safety I am considering either milling less, (~0.020"), or using the stock thickness head gasket instead of the .040" Cometic. Is this advisible? Which route would be better? How much will this hurt performance? (Being that the quench and CR/DCR will have changed from that of the "recipe".)
Or maybe I shouldn't mess with success, I'm sure lots of R&D was done to come up with the recipe.
Now onto the cam. If I ask for the 224/228 .581/.588 114 LSA will I get the "recipe" cam? This is a Comp grind which uses the XER lobes, correct?
Another option I am contemplating is the Comp spring upgrade. IMO springs are important and I'm willing to spend more money to get the best. Is the spring upgrade a good idea for my combo?
To round out my parts list I plan to use Morel lifters, and of course, hardened push rods of the proper length.
Thanks for taking the time to read about my boring plans.
PS down the road once everything is smoothed out and tuned I will add a small shot of nitrous
(knowing that my stock rear end will some day go off like a grenade lol) 
. Injectors! Should I also get larger injectors?
06-01-2006, 12:31 PM
#4
Critical items of the recipe:
Combustion chamber size 59-60cc.
Tight quench from .040" head gasket (this is a critical element).
Intake valve closing point between 45-46 degrees ABDC at .050"
Dynamic Compression no lower than 8.5:1
90mm FAST intake with velocity porting
1 3/4 headers with high flowing exhaust from headers back
The AFR cam is a COMP XE-R grind: 224/228 .581/.588 114LSA +1
You can substitute a different grind cam, but keeping the IVC in the 45-46 degree window and DCR in the 8.5:1 area are still very important.
Combustion chamber size 59-60cc.
Tight quench from .040" head gasket (this is a critical element).
Intake valve closing point between 45-46 degrees ABDC at .050"
Dynamic Compression no lower than 8.5:1
90mm FAST intake with velocity porting
1 3/4 headers with high flowing exhaust from headers back
The AFR cam is a COMP XE-R grind: 224/228 .581/.588 114LSA +1
You can substitute a different grind cam, but keeping the IVC in the 45-46 degree window and DCR in the 8.5:1 area are still very important.
__________________
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.
06-01-2006, 12:43 PM
#5
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Originally Posted by Patrick G
Critical items of the recipe:
Combustion chamber size 59-60cc.
Tight quench from .040" head gasket (this is a critical element).
Intake valve closing point between 45-46 degrees ABDC at .050"
Dynamic Compression no lower than 8.5:1
90mm FAST intake with velocity porting
1 3/4 headers with high flowing exhaust from headers back
The AFR cam is a COMP XE-R grind: 224/228 .581/.588 114LSA +1
You can substitute a different grind cam, but keeping the IVC in the 45-46 degree window and DCR in the 8.5:1 area are still very important.
Combustion chamber size 59-60cc.
Tight quench from .040" head gasket (this is a critical element).
Intake valve closing point between 45-46 degrees ABDC at .050"
Dynamic Compression no lower than 8.5:1
90mm FAST intake with velocity porting
1 3/4 headers with high flowing exhaust from headers back
The AFR cam is a COMP XE-R grind: 224/228 .581/.588 114LSA +1
You can substitute a different grind cam, but keeping the IVC in the 45-46 degree window and DCR in the 8.5:1 area are still very important.
06-02-2006, 11:47 AM
#6
Originally Posted by Patrick G
Critical items of the recipe:
Combustion chamber size 59-60cc.
Tight quench from .040" head gasket (this is a critical element).
Intake valve closing point between 45-46 degrees ABDC at .050"
Dynamic Compression no lower than 8.5:1
90mm FAST intake with velocity porting
1 3/4 headers with high flowing exhaust from headers back
The AFR cam is a COMP XE-R grind: 224/228 .581/.588 114LSA +1
You can substitute a different grind cam, but keeping the IVC in the 45-46 degree window and DCR in the 8.5:1 area are still very important.
Combustion chamber size 59-60cc.
Tight quench from .040" head gasket (this is a critical element).
Intake valve closing point between 45-46 degrees ABDC at .050"
Dynamic Compression no lower than 8.5:1
90mm FAST intake with velocity porting
1 3/4 headers with high flowing exhaust from headers back
The AFR cam is a COMP XE-R grind: 224/228 .581/.588 114LSA +1
You can substitute a different grind cam, but keeping the IVC in the 45-46 degree window and DCR in the 8.5:1 area are still very important.
After reading up a little more I've decided not to stray from the battle plan. Afterall, the beauty of this is that a knucklehead like me can peice together a proven combination without having to do the R&D.
All I want to do is make sure I don't ask for the wrong stuff when I place the order.
I am all set on the cam specs. Thanks for the clarification.
I'm still not sure if the spring upgrade is something that will be of benifit. I believe that the base AFR springs would work fine with this cam, but would the upgrade springs work better?
And just to make sure, the out-of-the-box 66cc AFR heads should be milled 0.030" and installed using 0.040" thick Cometic gaskets. This will give me the desired tight quench and SCR, and when combined with the "AFR" cam, the proper DCR. Is this correct?
I really appreciate the assistance, fellas!
06-02-2006, 01:11 PM
#7
Originally Posted by ShevrolayZ28
Thanks for your help, Patrick.
After reading up a little more I've decided not to stray from the battle plan. Afterall, the beauty of this is that a knucklehead like me can peice together a proven combination without having to do the R&D.
All I want to do is make sure I don't ask for the wrong stuff when I place the order.
I am all set on the cam specs. Thanks for the clarification.
I'm still not sure if the spring upgrade is something that will be of benifit. I believe that the base AFR springs would work fine with this cam, but would the upgrade springs work better?
And just to make sure, the out-of-the-box 66cc AFR heads should be milled 0.030" and installed using 0.040" thick Cometic gaskets. This will give me the desired tight quench and SCR, and when combined with the "AFR" cam, the proper DCR. Is this correct?
I really appreciate the assistance, fellas!
After reading up a little more I've decided not to stray from the battle plan. Afterall, the beauty of this is that a knucklehead like me can peice together a proven combination without having to do the R&D.
All I want to do is make sure I don't ask for the wrong stuff when I place the order.
I am all set on the cam specs. Thanks for the clarification.
I'm still not sure if the spring upgrade is something that will be of benifit. I believe that the base AFR springs would work fine with this cam, but would the upgrade springs work better?
And just to make sure, the out-of-the-box 66cc AFR heads should be milled 0.030" and installed using 0.040" thick Cometic gaskets. This will give me the desired tight quench and SCR, and when combined with the "AFR" cam, the proper DCR. Is this correct?
I really appreciate the assistance, fellas!
__________________
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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06-02-2006, 01:46 PM
#8
06-02-2006, 02:14 PM
#9
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Originally Posted by No Juice
Correct me if I'm wrong but you will need to cut the pistons with a mill to 59cc and the AFR cam. The max without flycuting for that cam is a 62cc and even that is close
Seriously, I did that in case I wanted to go with a larger cam later on. But the power I'm making with the manners this combo has is great, so I think I'll keep it. It even passed NJ sniffer test, after a tune, of course.
06-02-2006, 06:08 PM
#10
Originally Posted by No Juice
Correct me if I'm wrong but you will need to cut the pistons with a mill to 59cc and the AFR cam. The max without flycuting for that cam is a 62cc and even that is close
https://ls1tech.com/forums/showthrea...73#post4592673
06-03-2006, 05:33 AM
#12
TECH Senior Member
61 cc> 62 cc chamber will leave enougn PTV clearance while maintaining DCR hovering in the 8.6x>8.7 range.
It all depends on your piston to deck measurement (out of hole # ??)
Tony admited in previous post that upon tearing his 346/AFR/224/228 combo appart, that he was shocked that slight PTV contact had occured.
It all depends on your piston to deck measurement (out of hole # ??)
Tony admited in previous post that upon tearing his 346/AFR/224/228 combo appart, that he was shocked that slight PTV contact had occured.
06-03-2006, 08:02 AM
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I know we tried Cometic head gaskets, but they wouldn't seal. Stock GM head gaskets work perfect. Comp R lifters were installed at the time the heads were done. Comp 921's were put in when the cam was done. Pistons were flycutt when the Milled afr's were installed. Not sure about the milling. You can ask Bobby at LG 1-972-429-1963 No complaints, hitting shifts at 6500 + rpms when I have someone to race on the expressway. So far I haven't lost yet. Beaten Vipers, tied the new ZO6 all the way up to 170 until he obviously let off. The car is bad ***. I know my days are numbered, someone with a big boost LS1 or slightly modded Viper or whatever, is going to blow my doors off. That's why I am planning my boosted 408. I hate finishing second. Second place sucks. I hope I answered your Q's ...
