ExceSSive

iTrader: (13)

I am not sure why people are arguing about the price...either you want an aftermarket casting or you want a stock GM casting. You get what you pay for...if you have to save a little longer for what you want so be it.

ExceSSive

iTrader: (13)

I am curious about the filter too, but I only gained 2 rwhp without my filter.

71 chevy

iTrader: (18)

so, 490 thru the mufflers with the heads, ported intake, and cam,

vs 397 thru the mufflers with stock cam .

I dont know whats so unbelievavble about a 97hp gain. Ive seen claimed 97hp gains from a cam change only.

RickClarke23

iTrader: (4)

Wow great numbers Here Pat. Almost makes me want to rework my Top end combo on the camaro. 6.0 Bottom end, WCCH L92s, Ported L76, Cam spec'd by you made 457 Through my Locked A4. I would love to see some more low end and midrange from some heads like this.

Great work guys

Patrick G

iTrader: (14)

Probably not from a cam with only 3 degrees of overlap at .050" like mine. Like I said before, my car is a 100% daily driver so a very streetable cam was paramount.

And if you read the previous paragraphs, the gains from heads/cam/intake porting was more like 120rwhp because 13rwhp of my 397rwhp came from 1.85 rockers that we did not use with the later setup. Comparing to a baseline with stock 1.7 rockers, my car made 384rwhp. With 1.85 rockers it made 397rwhp.

120rwhp gain with heads/cam and manifold porting is an impressive gain when you consider how streetable the cam is.

airforcemanss

iTrader: (23)

what would make the afr 245's more beneficial than these heads? it would seem that these heads would be great even on the 427/440's

Patrick G

iTrader: (14)

Went back to the dyno today 9/12 to test out some new mufflers and try some speed density tuning. With some dual 2.5" Magnaclone mufflers in place, the MAF replaced by a 4" pipe with a filter, we made 510rwhp/441rwtq with the torque converter locked and 497rwhp/420rwtq with the converter unlocked. The Yank 3200 torque converter is one of their new "High Efficiency" converters and it proved its metal with 97.5% efficiency at higher rpm. Removing the MAF only gained us 2 kPa and we are still pulling a 4kPa vacuum at higher rpm. Looks like we'll gain some more power with a 102mm throttle body next.

The first graph shows rpm and the second graph shows mph. The mph graph shows how the converter multiplies torque at lower rpm.

71 chevy

iTrader: (18)

when are you taking it to the track?

and, IIRC, you are looking to gain about 7-8mph in the quarter - what is the total cost involved to do this?

Patrick G

iTrader: (14)

Hopefully, I will be going to the track the weekend of Sept 25th. The total cost of bringing my car from 306rwhp stock to over 500rwhp is around $8000. Fortunately, the money was spent over the course of a year with bolt-on mods coming first.

algws6

iTrader: (3)

very nice work!!!! you need to hit up the track when you guys get some of that mine shaft air.

bozzhawg

which track in Houston? Baytown? if so we'll be there........

Patrick G

iTrader: (14)

Not sure yet. San Antonio Raceway is 1:45 away, Lonestar Raceway in Sealy is 1:30 away, and HRP is 2:45 away. HRP is furthest away, but usually the best prepped. With a small tire, we'll probably go there since wheel spin will kill the effort. Maybe on Friday the 24th.

1998LS1SS

iTrader: (8)

Amazing results Pat. Now throw some dual cutouts, take the cats off, and get a bigger throttle body to shut these haters up.

Patrick G

iTrader: (14)

No need for dual cutouts as the new mufflers made the same power as the open pipes (muffler delete). Cats will stay since it's my DD but the 102mm TB is definitely in the works.

69LT1Bird

iTrader: (1)

Even with some spin, the MPH will tell the story. That beast is heavy enough, gravity will hold her down.

Tony Mamo @ AFR

iTrader: (13)

Yes it will....I love how that works. Cuts right thru all the red tape and BS

What I find interesting is how anyone can "hate" or call BS on what's been presented here unless you think Pats just fabricating half the story (unlikely to say the least as you know a guy like Pat would have his reputation and credibility first and foremost).

Now if he never makes it to the track or many months pass and nothing is posted or followed up concerning this build I could understand speculation that he may not have ran the number (and a little good ole fashioned "hating" perhaps) but at this point thats a bit premature to say the least.

Pat has been on the same dyno from the onset of his G8 ownership (not to mention dozens of other cars he has tuned and tested) and I'm sure the gains he has recently experienced will be reflected in the time slip even though the types of gains we are looking for (7-8 MPH trap speed improvement in a heavy car), are quite substantial (more associated with a decent shot of spray).

Looking forward to the move to the 102 TB.....think that may be worth another 3-5 RWHP. We shall see....

Cheers,
Tony

speed_demon24

iTrader: (6)

Great results for a daily driver, but to claim you can't make great lowend power/torque with ls3 heads is just ignorant.

http://www.advancedinduction.com/Dyno/LouisLS3.jpg

hymey

Excellent work Pat.....SS Enforcers VE trapped 118.7mph and 11.6X et with a 224/228/114 and WCCH L92s and stock compression power was approx 450rwhp on a dyno dynamics. I have seen many VE's run 118mph with 232/238s and many do the same with 224/228s, the earlier makes more peak, but tq is the key here with the heavy car, obviously to get the most of an extra 500rpm with a bigger cam requires some weight reduction and proper gearing. Still one of the most impressive results here was a VE with a 224/228/114+0 Mamo cam and hand ported L92s FAST 102 and 1 7/8 4 into 1s compression is 11.2:1. Nothing fancy just a good tq cam with some minor head porting and a good compression bump. The owner seen what mph the VEs were running with the 224/228s and I guess he figured to stick with the smaller cam, but get an extra 20hp from the heads and bit more from comp he tried different header designs to get optimum results. He basically kept the power curve characteristics of the smaller camshaft then improved torque via the head and comp while avoiding over camming it, He is around the 480rwhp mark now on the same dyno as SS enforcers car went on and traps a few mph higher. At the end of the day it is understandable the smaller port heads are better but for a high cost. The MAST LS3 heads are worth 50rwhp in the square port config to and worth 4-5mph at the track.

Cheers

bozzhawg

X3 I agree.......


Tony the response would be different if you would not perpetuate and create a L92 vs AFR230 controversy.....Just let the thread live.... Nobobdy is hating on the AFR 230's, but only objecting to your opinions that are limited to your marketing position... I have yet to see Pat G do this... I respect what Pat G has done, and they are good results, but Tony you are killing the thread with creating the environment. When you go to a Prosche dealership you never here them say well this is better than a vette.... Either your going to buy a Porsche or buy a vette period.... The fact is either your going to buy L92's or buy AFR,Trickflow,Mast,Dart, etc.....

Real Talk:
Here we have alot of people who are cognitivley capable of processing the information.... Let the thread live and quit adding kerosene to the fire bro. Explain the product and why it works so well but kill the abstract marketing of L92 vs AFR.... I don't and hope this is not what the goal was of Pat G....

ChucksZ06

iTrader: (9)

I do not blame Mamo for tricking up a set of heads to get great power...he has a product to sell and it is a good product. (I would like to see the same combo with off the shelf heads; no special valves, springs, valve job and touched up ports and chambers). What the average person would see. It is amazing what can be done with getting all the components working together on an engine. Kudos to Pat and Tony. You guys raised the bar and it makes everyone work harder on their combos.