AFR 205 heads + T-Rex + stock LS1 shortblock = 502rwhp NA
02-17-2009, 12:23 PM
#22
Always nice when a combination surprises on the upside....
That car is strong.....it would be ridiculous if every "T" was crossed and "I" dotted (EWP, lighter weight clutch/flywheel, taller gear and a factory 10 bolt, etc. etc.)
Nice job on the tune Pat.....man thats a flat torque curve that hangs. A small efficient high flow head and a big cam actually makes a really nice combination. Its not nearly as soggy on the bottom (the higher airspeed helps to reduce reversion issues) and just really hangs on upstairs. The low RPM RWTQ figures are very good for that displacement considering the size of the cam installed and the fact it has a heavy driveline detracting from all the numbers.
Here is a pic of the heads in question....I usually try to snap a quick shot of all the jobs I do and I clearly remember this one. BTW, these heads were used when I received them....
Cheers,
Tony
That car is strong.....it would be ridiculous if every "T" was crossed and "I" dotted (EWP, lighter weight clutch/flywheel, taller gear and a factory 10 bolt, etc. etc.)
Nice job on the tune Pat.....man thats a flat torque curve that hangs. A small efficient high flow head and a big cam actually makes a really nice combination. Its not nearly as soggy on the bottom (the higher airspeed helps to reduce reversion issues) and just really hangs on upstairs. The low RPM RWTQ figures are very good for that displacement considering the size of the cam installed and the fact it has a heavy driveline detracting from all the numbers.
Here is a pic of the heads in question....I usually try to snap a quick shot of all the jobs I do and I clearly remember this one. BTW, these heads were used when I received them....
Cheers,
Tony
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Adjust It (01-09-2022)
02-17-2009, 01:28 PM
#27
Those are weather corrected numbers. You can see where it says Power WC and Torque WC. Actual numbers were about 15rwhp higher.
Apparently, that was some interference with the tach signal that made a bobble. Wasn't there on other runs so I guess it was just a glitch.
Originally Posted by gator's 99TA
was that knock at about 4800 rpm? seems like that cam combination is still pulling at 6800 rpm
__________________
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.
02-17-2009, 04:28 PM
#31
__________________
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.
02-17-2009, 04:44 PM
#32
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I'm totally sold on you guys
Tony Mamo & Pat G dumdumdum
You pay the premium not because of the heads or the cam..but rather for these two guys to just have a hand in your setup..
If I only had the money..
Tony Mamo & Pat G dumdumdum
You pay the premium not because of the heads or the cam..but rather for these two guys to just have a hand in your setup..
If I only had the money..
02-17-2009, 05:08 PM
#33
Flow information... Seems a few people have reached out via PM (as well as this thread) inquiring about the actual hard data....
First off note that our flow numbers our "stingier" than some of the big numbers casually advertised and thrown around the Internet.....(half of those or more being dubious at best).
Anyway, look at how little legitamate airflow it actually takes (to make the power witnessed in this combination) when your delivering that flow efficiently thru a proper sized port....velocity and area under the curve is key here.
The numbers below aren't from this exact set btw (had this sheet handy as I finished these heads a week or so ago)....but the actual heads in question wouldnt be much different. I dont normally see more than a few CFM difference from all my ported 205's....I do them exactly the same and the work is neat and consistant. The mill effects them more than anything else.
Lift........Adv#'s......Ported
.200.......140..........155
.300.......200..........218
.400.......251..........263
.500.......281..........295
.550.......292..........302
.600.......298..........303
A few things....note the peak flow on the intake isnt much greater (ultimately all that small port can muster), but look at the area under the curve and how quickly this intake port comes on and fills the cylinder. Also note these numbers are taken from a 3.900 bore....placing the same ported 205 on a larger 4" bore makes the comparo look even better. The .200 - .400 numbers increase by another 5-6 CFM making this head a no brainer on 6.0 and larger 4" bore stroker engines that have also had excellent results with the same head in spite of its size and the fact it "only flows 300 CFM" (you guys would be surprised how many larger ports barely muster that or a little more).
Check the exhaust....big gains everywhere, including peak, and one of the reasons I personally encourage my slightly more conservative customers to consider a single pattern cam when utilizing a pair of "Mamofied" 205's....LOL These heads feature an extremely strong exhaust to intake ratio (80% or so), and would work extremely well in any forced induction application. BTW, same situation as the intake, add more to the exhaust flow when tested on a 4" or larger bore.
Exhaust
Lift.......Adv#'s.....Ported
.200.......112.........127
.300.......170.........178
.400.......203.........220
.500.......221.........235
.600.......230.........242
-Tony
PS....To give some of you guys perspective....a 10-15 CFM improvement in the curves you see above is very notable (having about the same effect as literally removing the sparkplug when flow testing). Its even more significant when you take into consideration the size of the port itself is increased negligiby (I do very little actual material removal in the ports....just optimizing and lightly addressing key sensitive areas). Most of the significant material removal is done in the combustion chambers where approximately two cc's of material is removed in select areas to re-shape the chamber design somewhat and unshroud the valves.
First off note that our flow numbers our "stingier" than some of the big numbers casually advertised and thrown around the Internet.....(half of those or more being dubious at best).
Anyway, look at how little legitamate airflow it actually takes (to make the power witnessed in this combination) when your delivering that flow efficiently thru a proper sized port....velocity and area under the curve is key here.
The numbers below aren't from this exact set btw (had this sheet handy as I finished these heads a week or so ago)....but the actual heads in question wouldnt be much different. I dont normally see more than a few CFM difference from all my ported 205's....I do them exactly the same and the work is neat and consistant. The mill effects them more than anything else.
Lift........Adv#'s......Ported
.200.......140..........155
.300.......200..........218
.400.......251..........263
.500.......281..........295
.550.......292..........302
.600.......298..........303
A few things....note the peak flow on the intake isnt much greater (ultimately all that small port can muster), but look at the area under the curve and how quickly this intake port comes on and fills the cylinder. Also note these numbers are taken from a 3.900 bore....placing the same ported 205 on a larger 4" bore makes the comparo look even better. The .200 - .400 numbers increase by another 5-6 CFM making this head a no brainer on 6.0 and larger 4" bore stroker engines that have also had excellent results with the same head in spite of its size and the fact it "only flows 300 CFM" (you guys would be surprised how many larger ports barely muster that or a little more).
Check the exhaust....big gains everywhere, including peak, and one of the reasons I personally encourage my slightly more conservative customers to consider a single pattern cam when utilizing a pair of "Mamofied" 205's....LOL These heads feature an extremely strong exhaust to intake ratio (80% or so), and would work extremely well in any forced induction application. BTW, same situation as the intake, add more to the exhaust flow when tested on a 4" or larger bore.
Exhaust
Lift.......Adv#'s.....Ported
.200.......112.........127
.300.......170.........178
.400.......203.........220
.500.......221.........235
.600.......230.........242
-Tony
PS....To give some of you guys perspective....a 10-15 CFM improvement in the curves you see above is very notable (having about the same effect as literally removing the sparkplug when flow testing). Its even more significant when you take into consideration the size of the port itself is increased negligiby (I do very little actual material removal in the ports....just optimizing and lightly addressing key sensitive areas). Most of the significant material removal is done in the combustion chambers where approximately two cc's of material is removed in select areas to re-shape the chamber design somewhat and unshroud the valves.
Last edited by Tony Mamo @ AFR; 02-17-2009 at 07:28 PM.
02-18-2009, 02:37 PM
#38
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Driveability is quite good thanks to the high airspeed of the cylinder heads and the speed density tune. Interestingly, we found this combo liked less timing than some other cylinder heads. We started at 28 degrees at peak power, lost 2 rwhp when we went to 30 degrees, but gained 1-2 rwhp when we dropped timing to 26 degrees. A credit to excellent combustion efficiency by the Mamofied AFR 205s. Yes, this is a big cam. Funny thing, most people consider the T-Rex to be a camshaft best suited for unmodified stock cylinder heads. I think the dyno graphs show that it is also a formidable stick with the right cylinder heads too.
Where was the injector duty cycle at on those runs? Last edited by Roy@ICON; 02-18-2009 at 05:03 PM.
