C5 - AFR 205s - 492rwhp
03-01-2008, 11:39 PM
#1
C5 - AFR 205s - 492rwhp So I had a chance to help out on yet another successful Mamo project, this time it was a C5 with AFR 205 and a decent cam (I'll let Mr. Mamo 
spill the details on the setup). This turned out to be a very stout setup with a clean powerband.
spill the details on the setup). This turned out to be a very stout setup with a clean powerband. 
03-02-2008, 08:27 AM
#7
Killer numbers George. Looks like another solid combo.
__________________
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.
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03-02-2008, 09:18 PM
#11
I will update this thread later with all the specs etc....
Basically and attention to all the small details build (91 octane)....medium sixed cam (G5X3 on a 112 LSA)
More info later...
Tony
Basically and attention to all the small details build (91 octane)....medium sixed cam (G5X3 on a 112 LSA)
More info later...
Tony
03-02-2008, 11:32 PM
#15
The ingredients in the recipe.... Here is the laundry list of parts guys....
Stock '98 LS1 block with ARP rod bolts, flycut pistons, blueprinted oil pump
JWIS timing chain
G5X3 112 cam with stock lifters
AFR 205 59cc heads that I did some light porting and clean up work (still 205cc runners)
AFR 8019 valve springs
Cometic .040 headgasket
Crane Gold 1.7 roller rockers with hardened pushrods
FAST 90/90 that I ported of course (ported LS2 TB as well)
42# matched injectors
VaraRam CAI
LG LT headers w/CATS
25% UD pulley
Meziere EWP
DeWitts radiator w/EOC
Canton Accusump
Exedy Twin disk clutch
DTE built 3.73, hardened axle, DTE Strutbrace
A few things to note....this engine would have probably made about 500 with some additional tuning and some octane additive. George was fighting some knock retard (on straight 91) and was only able to sneak in 26' of timing upstairs. Every AFR headed combo I have been involved in has liked 28-29 degrees at peak and after peak power for the best numbers (a little less at peak TQ).
Speaking of peak TQ, this combo made ludicrous TQ but had everything going for it to make that a reality. All of its components were optimized, accessory robbing power minimized, lightweight low inertia clutch design, small high flow intake and exhaust runners (they were optimized 205's), LG Pro longtubes, stout static CR (about 11.5 to one), and moderate cam timing with an earlier intake closing point due to the 112 LSA. Had this engine been built around a 113-114 LSA cam with more duration it would have been very similar to a combo I was involved in a year ago that put up 510/440 (the bigger stick on a wider LSA would have enhanced peak power and reduced peak TQ, but allowed it to hang on longer which is the reason more power is produced).
This combo is ideal for street brawling, drag racing, or even road racing with that fat midrange grunt, but it would take pretty sticky tires to hook most of the power up.
Another combo where all the details were paid attention to with the end results justifying the extra time and money needed to make that happen.
Good stuff....
Tony
Stock '98 LS1 block with ARP rod bolts, flycut pistons, blueprinted oil pump
JWIS timing chain
G5X3 112 cam with stock lifters
AFR 205 59cc heads that I did some light porting and clean up work (still 205cc runners)
AFR 8019 valve springs
Cometic .040 headgasket
Crane Gold 1.7 roller rockers with hardened pushrods
FAST 90/90 that I ported of course (ported LS2 TB as well)
42# matched injectors
VaraRam CAI
LG LT headers w/CATS
25% UD pulley
Meziere EWP
DeWitts radiator w/EOC
Canton Accusump
Exedy Twin disk clutch
DTE built 3.73, hardened axle, DTE Strutbrace
A few things to note....this engine would have probably made about 500 with some additional tuning and some octane additive. George was fighting some knock retard (on straight 91) and was only able to sneak in 26' of timing upstairs. Every AFR headed combo I have been involved in has liked 28-29 degrees at peak and after peak power for the best numbers (a little less at peak TQ).
Speaking of peak TQ, this combo made ludicrous TQ but had everything going for it to make that a reality. All of its components were optimized, accessory robbing power minimized, lightweight low inertia clutch design, small high flow intake and exhaust runners (they were optimized 205's), LG Pro longtubes, stout static CR (about 11.5 to one), and moderate cam timing with an earlier intake closing point due to the 112 LSA. Had this engine been built around a 113-114 LSA cam with more duration it would have been very similar to a combo I was involved in a year ago that put up 510/440 (the bigger stick on a wider LSA would have enhanced peak power and reduced peak TQ, but allowed it to hang on longer which is the reason more power is produced).
This combo is ideal for street brawling, drag racing, or even road racing with that fat midrange grunt, but it would take pretty sticky tires to hook most of the power up.
Another combo where all the details were paid attention to with the end results justifying the extra time and money needed to make that happen.
Good stuff....
Tony
03-03-2008, 07:56 AM
#18
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Hey Tony, thanks for all the details. I was looking over the setup and comparing it to mine and the only differences are the cam, injectors, 3.73 gear vs my 3.42, and the fact that you ported the intake, t/b, and cleaned up the heads. Louis from LGM did a hell of a job porting my FAST and NW t/b. As you know I made 490 rwhp 445 rwtq on LGM's dynojet. I also have a tune based on 93 octane. I think timing is 28*'s. Very similar combos. I'd like to know what my combo would do if you had cleaned up my AFR 205's ? You seemed to be able to squeeze every last hp/tq out of a motor.
Check your PM Tony, I have a question for ya.
Check your PM Tony, I have a question for ya.
03-03-2008, 08:09 AM
#19
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No kidding about lack of traction. I couldn't get much until I hit 3rd gear. That was at the track with Nitto Drags (305 35r18's) I tried different psi's too, everything between 30 all the way down to 19 psi. Even after spinning them to heat them up I couldn't get them to hook. Just wanted to post up to back up Tony's comments about midrange grunt. Now here is something funny, I don't have much issue hooking on the street (newer asphalt summer time temps) after driving around a bit. Just my 2 cents.
