Another AFR 205 "Mamo Combo"
09-27-2005, 11:43 PM
#1
Launching!
Thread Starter
Another AFR 205 "Mamo Combo" Using Tony's standard formula for streetable 346:
- Stock 2000 shortblock, 30K miles
- AFR 205, 63cc (about 11-1)
- Comp XER 224/228, 114 LSA, Comp R lifters (at 1.25 turn preload per Tony), Crane 1.7 rockers.
- FAST 90/90
- Pacesetter LTs, modded for fitment on 71 Camaro
- 3" from headers to Dr. Gas 3" to 2.5" x-pipe, 2.5" Magnaflows and Torque Tech tailpipes.
- ASP underdrive, full accessories driven
- T-56, 8.5" 10-bolt with 4.10s
- BigStuff3 ECU (speed density, no MAF)
With afr in the high 12s, and 25 degrees spark lead, got 453 RWHP and 407 RWTQ. It idles dead smooth, drives like a late model stocker. This combo flat out works.
- Stock 2000 shortblock, 30K miles
- AFR 205, 63cc (about 11-1)
- Comp XER 224/228, 114 LSA, Comp R lifters (at 1.25 turn preload per Tony), Crane 1.7 rockers.
- FAST 90/90
- Pacesetter LTs, modded for fitment on 71 Camaro
- 3" from headers to Dr. Gas 3" to 2.5" x-pipe, 2.5" Magnaflows and Torque Tech tailpipes.
- ASP underdrive, full accessories driven
- T-56, 8.5" 10-bolt with 4.10s
- BigStuff3 ECU (speed density, no MAF)
With afr in the high 12s, and 25 degrees spark lead, got 453 RWHP and 407 RWTQ. It idles dead smooth, drives like a late model stocker. This combo flat out works.
Last edited by 71CamaroLS1; 10-02-2005 at 05:29 PM.
09-28-2005, 05:07 AM
#5
TECH Fanatic
Originally Posted by jrp
just imagine if you had a real head porter work over your head, dare i say you could of seen 457rwhp and 410rwtq 
jrp. Good #'s man. Hope when i get mine it's there or higher, or i'll just have to spray the bugger. 
post up the graph
jrp. Good #'s man. Hope when i get mine it's there or higher, or i'll just have to spray the bugger. post up the graph
09-28-2005, 07:22 AM
#6
Great numbers. Right where they're supposed to be when you follow the "recipe". Congrats.
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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.
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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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09-28-2005, 11:22 AM
#9
Launching!
Thread Starter
I'll try to post graphs later, the files on the disk I got were from my previous SB 350, so I've got to get the new ones.
No pics yet since the conversion, I'll snap some and post.
Some more notes of interest: The runs were made at coolant temp of 205 (hadn't installed cooler Tstat yet). That was one reason I stayed conservative on afr and timing, also because the car will see extended WOT on track days, and the BS3 does not yet support knock sensors on the LS1 version (John Meany says its in testing now).
The BS3 is very easy to tune, with real-time updates, data logging, integral WBO2. I dialed it in in about 90 minutes with a dozen runs or so. I ran it in open loop to keep O2 correction out of the tuning equation, and will turn it back on for fine tune correction in daily driving.
The 8.5" 10 bolt has more frictional loss than a late model 7 5/8, but less than a 9". BTW, it's a pretty stout piece when appropriately updated, there are some 8 sec. drag cars running this diff.
As a long time hot rodder, it's really amazing to me how easy it is to make these motors make big power. My previous SB 350, with far more time, effort, and specialized expertise, made about 325 RWHP and was much less friendly to drive in the bargain.
One other fascinating data point. We made some runs at part throttle, so I could dial in other parts of the fuel map. The results were interesting: about 380 RWHP at 45% throttle, about 430 RWHP at 70% throttle. That 90 mm TB really flows a lot. And yes, this is my second FAST 90 mm TB and yes, it sticks open like the first one did. Time to call TPIS.
No pics yet since the conversion, I'll snap some and post.
Some more notes of interest: The runs were made at coolant temp of 205 (hadn't installed cooler Tstat yet). That was one reason I stayed conservative on afr and timing, also because the car will see extended WOT on track days, and the BS3 does not yet support knock sensors on the LS1 version (John Meany says its in testing now).
The BS3 is very easy to tune, with real-time updates, data logging, integral WBO2. I dialed it in in about 90 minutes with a dozen runs or so. I ran it in open loop to keep O2 correction out of the tuning equation, and will turn it back on for fine tune correction in daily driving.
The 8.5" 10 bolt has more frictional loss than a late model 7 5/8, but less than a 9". BTW, it's a pretty stout piece when appropriately updated, there are some 8 sec. drag cars running this diff.
As a long time hot rodder, it's really amazing to me how easy it is to make these motors make big power. My previous SB 350, with far more time, effort, and specialized expertise, made about 325 RWHP and was much less friendly to drive in the bargain.
One other fascinating data point. We made some runs at part throttle, so I could dial in other parts of the fuel map. The results were interesting: about 380 RWHP at 45% throttle, about 430 RWHP at 70% throttle. That 90 mm TB really flows a lot. And yes, this is my second FAST 90 mm TB and yes, it sticks open like the first one did. Time to call TPIS.
Last edited by 71CamaroLS1; 09-28-2005 at 11:26 AM. Reason: Additional info
09-28-2005, 11:48 AM
#10
Originally Posted by 71CamaroLS1
With afr in the high 12s, and 25 degrees spark lead, got 453 RWHP and 407 RWTQ. It idles dead smooth, drives like a late model stocker. This combo flat out works.
Great job....enjoy the AFR's
Regards,
Tony
09-28-2005, 03:18 PM
#12
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Originally Posted by 71CamaroLS1
With afr in the high 12s, and 25 degrees spark lead, got 453 RWHP and 407 RWTQ.
09-28-2005, 03:40 PM
#13
Launching!
Thread Starter
I think, if I'm not mistaken, the cam has 1 degree advance ground in (113 ICL). Tony would know, I bought the whole combo from AFR.
I don't have the graphs yet, but as I remember peak torque was about 4800, peak power 6500.
I ran 25 degrees across the board from 3600 on up. Bumping it to 26 made little change to the curve, so I didn't experiment more. It might like a little more timing if the engine temps were cooler, but I'm not interested enough to spend hours looking for 5 or 10 more HP. If I want more power, I drive my '67
I don't have the graphs yet, but as I remember peak torque was about 4800, peak power 6500.
I ran 25 degrees across the board from 3600 on up. Bumping it to 26 made little change to the curve, so I didn't experiment more. It might like a little more timing if the engine temps were cooler, but I'm not interested enough to spend hours looking for 5 or 10 more HP. If I want more power, I drive my '67
09-28-2005, 04:04 PM
#14
113 ICL....
Typical peaks are seen at 4800 and 6400 as witnessed in this combination as well (or VERY close to it). The power band of this set-up is very broad which is obvious by the large gap between peak TQ and peak HP (approx. 1600 RPM's).
Tony M.
Typical peaks are seen at 4800 and 6400 as witnessed in this combination as well (or VERY close to it). The power band of this set-up is very broad which is obvious by the large gap between peak TQ and peak HP (approx. 1600 RPM's).
Tony M.
09-28-2005, 06:12 PM
#16
Launching!
Thread Starter
Originally Posted by GTO_Scott
I'll be upgrading my existing AFR 205 LS1 to this setup within the next few weeks so I really appreciate you posting your experience with the package.
One other tip is that the idle gets very smooth with plenty of idle timing - I'm running 27 degrees. If you bump it that much, just make sure that you smooth the table around the idle cells as well, or you'll get a lot of surge as the idle speed comes down from cold start.
Last edited by 71CamaroLS1; 09-28-2005 at 06:29 PM. Reason: More info
10-03-2005, 08:58 AM
#20
Originally Posted by scotts94_z28
very interested in this setup for my new ls1 what kind of times are ppl running with this setup in a full weight SS and how does the cam respond to nitrous?
It's simply an ideal dual purpose street/strip set-up that just happens to still drive like STOCK (with a slight burble at an 800-850 idle).
Tony M.