Added AFR205, Ported TB, Results.
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Added AFR205, Ported TB, Results. Old dyno.
220/224/581 114
LS6 intake
Kooks headers
3.42 gears.
New numbers.
Same as above except.
AFR heads 205
Ported TB
3.90 Gears.
What do you guys think? My car is a 99 FRC Corvette
[IMG]
[/IMG]
220/224/581 114
LS6 intake
Kooks headers
3.42 gears.
New numbers.
Same as above except.
AFR heads 205
Ported TB
3.90 Gears.
What do you guys think? My car is a 99 FRC Corvette
[IMG]
[/IMG] Excellent gains, especially considering you probably lost a little rwhp with the gear swap (probably lost more with the gear swap than you gained with the ported TB). Nice to gain 30-35 rwhp and have absolutely no downsides in driveability. 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
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.
I have a VHP cam and 1.8 rockers, similar to your cam as far as duration and have been looking at heads. Obviously, AFR's are a prime candidate. Did your street drivability change at all? Are you still running the stock clutch?
Great curves
Great curves
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From: Berkley, MI
Nice healthy curve. Solid power all the time.
Nice set-up for a vette and I riot to drive, very similar to my own.
Enjoy your new power and be careful, nice FRC's are getting harder to come by !
Why 3.90's ? That is what the z06 guys run (instead of 4.10's) because of how their m12 tranny is set up.
Nice set-up for a vette and I riot to drive, very similar to my own.
Enjoy your new power and be careful, nice FRC's are getting harder to come by !
Why 3.90's ? That is what the z06 guys run (instead of 4.10's) because of how their m12 tranny is set up.
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Originally Posted by vettenuts
I have a VHP cam and 1.8 rockers, similar to your cam as far as duration and have been looking at heads. Obviously, AFR's are a prime candidate. Did your street drivability change at all? Are you still running the stock clutch?
Great curves
Great curves
Thread Starter
TECH Apprentice
Joined: Sep 2005
Posts: 380
Likes: 0
Originally Posted by vettenuts
I have a VHP cam and 1.8 rockers, similar to your cam as far as duration and have been looking at heads. Obviously, AFR's are a prime candidate. Did your street drivability change at all? Are you still running the stock clutch?
Great curves
Great curves
Why 3.90?
I felt 4.10's were to low. I did not want to shift into 3rd at autocross. 3.90 is perfect for that.
Steve
Hello Steve...
"Textbook" results the way I see it. The work to the TB I helped you with is worth right at 4 HP or so (on an LS6 intake), but adds alot to throttle response and SOTP as I previously discussed with you. The gear swap cost you 7-8 RWHP (on an inertia style dyno) so it seems the heads were worth about 37 RWHP (give or take) with a conservative cam. The TQ increase was also impressive, again factoring in the 390 disadvantage. Excellent results all around IMO.
I bet the car feels much "snappier" with the inherent advantage of the small high flowing cylinder head and the better flowing TB to tie it all in....
Enjoy it...when your "Jonesing" for more in about 6 months, a properly modified FAST 90 and a slightly larger cam (like the one I ran for awhile) is probably worth another 30-35 HP, also with no sacrifice in low speed TQ and power production....in fact it will probably make more.
Tony M.
"Textbook" results the way I see it. The work to the TB I helped you with is worth right at 4 HP or so (on an LS6 intake), but adds alot to throttle response and SOTP as I previously discussed with you. The gear swap cost you 7-8 RWHP (on an inertia style dyno) so it seems the heads were worth about 37 RWHP (give or take) with a conservative cam. The TQ increase was also impressive, again factoring in the 390 disadvantage. Excellent results all around IMO.
I bet the car feels much "snappier" with the inherent advantage of the small high flowing cylinder head and the better flowing TB to tie it all in....
Enjoy it...when your "Jonesing" for more in about 6 months, a properly modified FAST 90 and a slightly larger cam (like the one I ran for awhile) is probably worth another 30-35 HP, also with no sacrifice in low speed TQ and power production....in fact it will probably make more.
Tony M.
Last edited by Tony Mamo @ AFR; Nov 21, 2005 at 02:40 AM.
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Either, I am confused or maybe everyone else is.
1. How can gearing rob you of power? Power is a measure of energy per unit time. Gearing doesn't matter at all - it is NOT involved in power calculations. The curve indicates the amount of power the engine generates at that RPM. Nothing more, nothing less. That question is rhetorical by the way. Gearing is irrelavent to the power on the curve.
2. In what way is the curve with the higher top end power better. Yes, this engine generates more power at the top end, but it lost a tremendous amount of power for everything UNDER 5500 rpm. This to me is not an advantage. Torque and HP took a huge beating at the RPMs he spends most of his time at.
3. More important that HP is the integral of power over the RPM range of interest. Another way of stating this? The AREA under the curve. Clearly the engine the makes more FINAL power has taken a REAL beating here and is outputting significantly less power throughout the RPM range.
It is unlikely that this engine would produce any better results at the track and perhaps worse without a pretty high Stall converter or a dramatically different gear ratios to put the engine in a much higher RPM range most of the time.
I am not trying to insite an argument here, but this seems to be a matter worthy of some discussion. He gained 30-40 HP on the top end and gave up as much as 125 HP at lower RPMs.
Sam
1. How can gearing rob you of power? Power is a measure of energy per unit time. Gearing doesn't matter at all - it is NOT involved in power calculations. The curve indicates the amount of power the engine generates at that RPM. Nothing more, nothing less. That question is rhetorical by the way. Gearing is irrelavent to the power on the curve.
2. In what way is the curve with the higher top end power better. Yes, this engine generates more power at the top end, but it lost a tremendous amount of power for everything UNDER 5500 rpm. This to me is not an advantage. Torque and HP took a huge beating at the RPMs he spends most of his time at.
3. More important that HP is the integral of power over the RPM range of interest. Another way of stating this? The AREA under the curve. Clearly the engine the makes more FINAL power has taken a REAL beating here and is outputting significantly less power throughout the RPM range.
It is unlikely that this engine would produce any better results at the track and perhaps worse without a pretty high Stall converter or a dramatically different gear ratios to put the engine in a much higher RPM range most of the time.
I am not trying to insite an argument here, but this seems to be a matter worthy of some discussion. He gained 30-40 HP on the top end and gave up as much as 125 HP at lower RPMs.
Sam
Originally Posted by samgm2
I am not trying to insite an argument here, but this seems to be a matter worthy of some discussion. He gained 30-40 HP on the top end and gave up as much as 125 HP at lower RPMs.
Sam
Sam