346 CID w/ AFR 205's goes 557HP/485TQ !!
06-14-2005, 04:15 PM
#1
346 CID w/ AFR 205's goes 557HP/485TQ !! Calm down boys!..... 
Just thought I would get your attention
While it is actually true, it happened on a flywheel dyno, not a chassis dyno.
Also, to be totally forthcoming, that was a very "cold" pull (around 115-120 degrees) with hot oil....the killer combo for making big numbers. We had quite a few runs at 160 degrees where we made 551/483...huge numbers for a 346 CID engine that sat there smooth as silk settling into a slight burble @ 850 RPM's....not to mention generating 15" of vacuum at that engine speed.
Essentially, this engine was a "borrowed" stock LS1 shortblock (low miles) that I converted to the same configuation as the engine that sat in my car. In fact, it WAS the same parts that came out of my car. As most of you know already we had a slight mishap with the #7 ringland in my stock shortblock and we wanted to have a baseline of this engine combination on a flywheel dyno for future comparisons of upcoming AFR headed LS engine projects in the works (Both a 383 CID build-up AND a 402 LS2 build-up will be featured in the very near future...stay tuned for that).
I was hoping to see around the 550 number which would back up the 475-480 rear wheel numbers I have seen on quite a few dyno's. The dyno headers were not the exact same (primary pipes not as long and no merge collector), nor did we run Cats which I do run in the car, but the test was run thru the shops 3" dyno mufflers. The better header design in my car which would have helped power is probably a wash with the fact we didn't run thru a more restrictive exhaust (with Cats). I bet the TQ number would have been even higher though had we been able to run the exact header....unfortunately, the C5 style header will not fit on an engine dyno....it interferes with the engine cart. I've seen as high as 440 RWTQ at the tire (but usually see #'s in the mid 430's) and the long primary pipes and merge collectors play a BIG role in that happening (10+ additional ft/lbs. of torque).
Anyway....just thought I would share this info with you guys. You might see a story on it in the near future, probably in one of the Vette mags...
Thanks,
Tony M.
Just thought I would get your attention
While it is actually true, it happened on a flywheel dyno, not a chassis dyno.
Also, to be totally forthcoming, that was a very "cold" pull (around 115-120 degrees) with hot oil....the killer combo for making big numbers. We had quite a few runs at 160 degrees where we made 551/483...huge numbers for a 346 CID engine that sat there smooth as silk settling into a slight burble @ 850 RPM's....not to mention generating 15" of vacuum at that engine speed.
Essentially, this engine was a "borrowed" stock LS1 shortblock (low miles) that I converted to the same configuation as the engine that sat in my car. In fact, it WAS the same parts that came out of my car. As most of you know already we had a slight mishap with the #7 ringland in my stock shortblock and we wanted to have a baseline of this engine combination on a flywheel dyno for future comparisons of upcoming AFR headed LS engine projects in the works (Both a 383 CID build-up AND a 402 LS2 build-up will be featured in the very near future...stay tuned for that).
I was hoping to see around the 550 number which would back up the 475-480 rear wheel numbers I have seen on quite a few dyno's. The dyno headers were not the exact same (primary pipes not as long and no merge collector), nor did we run Cats which I do run in the car, but the test was run thru the shops 3" dyno mufflers. The better header design in my car which would have helped power is probably a wash with the fact we didn't run thru a more restrictive exhaust (with Cats). I bet the TQ number would have been even higher though had we been able to run the exact header....unfortunately, the C5 style header will not fit on an engine dyno....it interferes with the engine cart. I've seen as high as 440 RWTQ at the tire (but usually see #'s in the mid 430's) and the long primary pipes and merge collectors play a BIG role in that happening (10+ additional ft/lbs. of torque).
Anyway....just thought I would share this info with you guys. You might see a story on it in the near future, probably in one of the Vette mags...
Thanks,
Tony M.
Last edited by Tony Mamo @ AFR; 06-14-2005 at 04:30 PM.
06-14-2005, 04:47 PM
#3
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Originally Posted by Tony Mamo @ AFR
I was hoping to see around the 550 number which would back up the 475-480 rear wheel numbers I have seen on quite a few dyno's.
06-14-2005, 05:26 PM
#6
Originally Posted by bickelfirebird
453 rwhp here, at FM, through a Rossler A4 and Strange 12-bolt.
send me a set and ill test them for ya 
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06-15-2005, 02:13 PM
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AFR CNC 225cs, finish hand ported/polished to LSX 90mm intake in house. Running through a power robbing 9", 35 spline axles, spool. With our Equalizer V 3.1 Camshaft, Kooks 1 3/4 to 1 7/8" LTs through 3 x 2 1/2" x-pipe system dynomax mufflers.
Stock bottom end 346ci dyno record. (The low #s were the previous heads/cam package on the car)
We have numerous 205cc headed cars running in the 480-491 range.
Stock bottom end 346ci dyno record. (The low #s were the previous heads/cam package on the car)
We have numerous 205cc headed cars running in the 480-491 range.
06-16-2005, 09:35 AM
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Originally Posted by 86 IROC
Let us know when you get a chance to run in it in something less than 7000+ DA air.
06-16-2005, 07:39 PM
#12
Originally Posted by bickelfirebird
We planned to run it next weekend in vegas at the PSCA race, but when we got the car back from FM we discovered that the VCM was pulling 4 degrees of timing, beginning at 3600 rpm at WOT. We are working feverishly to solve this problem. It is pretty slow right now.
BTW - what are the specs on the verter you're running? I plan to stick w/ my SY3500.
06-17-2005, 09:35 AM
#14
Originally Posted by bickelfirebird
We planned to run it next weekend in vegas at the PSCA race, but when we got the car back from FM we discovered that the VCM was pulling 4 degrees of timing, beginning at 3600 rpm at WOT. We are working feverishly to solve this problem. It is pretty slow right now.
06-17-2005, 10:47 AM
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It is not throwing knock sensor codes or any other codes. We're working wtih Allan and trying to get the tune right before we pull the intake and replace knock sensors or O2 sensors.
Originally Posted by GrannySShifting
is it throwing knock sensor codes? if it pulls 4 degree immediate after goign to WOT likely somethign with the knock sensor pinched loose connection etc
