LS2/413/TEA TFS CNC 235/Pro Flo XT/TICK CUSTOM CAM
07-23-2013, 12:13 PM
#1
LS2/413/TEA TFS CNC 235/Pro Flo XT/TICK CUSTOM CAM What you see here is the culmination of a 8 month long build by one of my customers named Brian. Brian came to me back in October of last year with a vision to build the baddest N/A CTS-V he possibly could with the short block he already had.
Brian started the foundation of the engine with a LS2 aluminum block, Manley 4.005" bore forged pistons, Manley 4.100" forged crank and forged Scat H-beam rods. I gave Brian two options for cylinder heads that I thought would work best. First option was the AFR V.2 230cc cylinder heads, and second option were TEA TFS 235cc cylinder heads. After a mishap with ordering the AFR heads, we decided that TEA would get the nod for their renowned Trick Flow Specialties CNC 235cc castings. With the chamber volume of 62cc that we went with, Brian will end up with 11.96:1 static compression and 8.90:1 dynamic compression.
This thing will be potent...we hope!
We went with the best valve-train set-up possible for a hydraulic roller set-up. TEA supplied PAC springs and titanium retainers for weight savings and an all out bad *** spring. I had Mike Schimdt take 8 LS3 hollow stem intake valves and turn them down to 2.08" in order to shed some weight. This takes the already light 89g valve down to 83g! I also had powdered metal guides added to the heads so that Brian could retain his stock rockers for the ultimate in valve train control.
For push rods we went with Brian Tooley 3/8" diameter .080" wall thickness 4130 chromoly push rods. With the kind of RPM we will be turning with the Pro Flo, a larger diameter push rod is needed. IMO a 3/8" push rod should be used on every cylinder head that will allow such a push rod to fit. For lifters Brian also spared no expense in going with Morel 5290 hydraulic roller link bar lifters.
Of course the camshaft is a custom Tick Performance N/A grind, ground specifically for Brian's very unique combination of parts. Specs are 247/254 .624"/.615" 110lsa. Shifts will be in the 7400-7600rpm range with the cylinder head, intake manifold and camshaft combination that is being used.
We're using the Edelbrock Pro Flo XT intake manifold, Fast 90mm throttle body, Edelbrock Pro Flo fuel rails and FIC 57lb. Bosch EV6 injectors with harness adapters to adapt the LS6 injector harnesses to LS3 style injectors.
We ported Brian's intake here in house to match the TFS 235cc heads along with blending the taper of the runner and enlarging the cross sectional area of the runner to ensure maximum horsepower and torque for the RPM range this size engine will be used in.
Brian also has a Nitrous Outlet plate kit on the car and it will be used, but not until next year when he gets the fuel system sorted out for. There aren't many options for drop in fuel systems for a V, so something will have to be made from scratch most likely in the form of a dual pump set-up.
I also supplied Brian with a Monster Level 2 Twin Disc clutch set-up to harness all of that monster(no pun intended) power this thing is going to make!
Here are some pictures that Brian has sent me, I know he is going to the dyno today as well. Hopefully it does well on the dyno today and I have some videos or dyno graphs to report back with this evening or tomorrow.
For now, here are the pictures:
Picture of one of the Pro Flo XT manifold's runners:
Brian started the foundation of the engine with a LS2 aluminum block, Manley 4.005" bore forged pistons, Manley 4.100" forged crank and forged Scat H-beam rods. I gave Brian two options for cylinder heads that I thought would work best. First option was the AFR V.2 230cc cylinder heads, and second option were TEA TFS 235cc cylinder heads. After a mishap with ordering the AFR heads, we decided that TEA would get the nod for their renowned Trick Flow Specialties CNC 235cc castings. With the chamber volume of 62cc that we went with, Brian will end up with 11.96:1 static compression and 8.90:1 dynamic compression.
This thing will be potent...we hope!
We went with the best valve-train set-up possible for a hydraulic roller set-up. TEA supplied PAC springs and titanium retainers for weight savings and an all out bad *** spring. I had Mike Schimdt take 8 LS3 hollow stem intake valves and turn them down to 2.08" in order to shed some weight. This takes the already light 89g valve down to 83g! I also had powdered metal guides added to the heads so that Brian could retain his stock rockers for the ultimate in valve train control.
For push rods we went with Brian Tooley 3/8" diameter .080" wall thickness 4130 chromoly push rods. With the kind of RPM we will be turning with the Pro Flo, a larger diameter push rod is needed. IMO a 3/8" push rod should be used on every cylinder head that will allow such a push rod to fit. For lifters Brian also spared no expense in going with Morel 5290 hydraulic roller link bar lifters.
Of course the camshaft is a custom Tick Performance N/A grind, ground specifically for Brian's very unique combination of parts. Specs are 247/254 .624"/.615" 110lsa. Shifts will be in the 7400-7600rpm range with the cylinder head, intake manifold and camshaft combination that is being used.
We're using the Edelbrock Pro Flo XT intake manifold, Fast 90mm throttle body, Edelbrock Pro Flo fuel rails and FIC 57lb. Bosch EV6 injectors with harness adapters to adapt the LS6 injector harnesses to LS3 style injectors.
We ported Brian's intake here in house to match the TFS 235cc heads along with blending the taper of the runner and enlarging the cross sectional area of the runner to ensure maximum horsepower and torque for the RPM range this size engine will be used in.
Brian also has a Nitrous Outlet plate kit on the car and it will be used, but not until next year when he gets the fuel system sorted out for. There aren't many options for drop in fuel systems for a V, so something will have to be made from scratch most likely in the form of a dual pump set-up.
I also supplied Brian with a Monster Level 2 Twin Disc clutch set-up to harness all of that monster(no pun intended) power this thing is going to make!
Here are some pictures that Brian has sent me, I know he is going to the dyno today as well. Hopefully it does well on the dyno today and I have some videos or dyno graphs to report back with this evening or tomorrow.
For now, here are the pictures:
Picture of one of the Pro Flo XT manifold's runners:
07-23-2013, 12:36 PM
#2
Come on Martin you need to pull that intake off and polish it for this guy! Lol bad *** build man!
Im running a proflo on my 408 and the motor is still building and pulling hard as hell at my 8, 000 rpm fuel cutt and gave my 255/271 cam a decent idle at 850 rpms. These intakes are very under rated.
Im running a proflo on my 408 and the motor is still building and pulling hard as hell at my 8, 000 rpm fuel cutt and gave my 255/271 cam a decent idle at 850 rpms. These intakes are very under rated.
07-23-2013, 06:52 PM
#4
TECH Apprentice
Cool car and sounds like a great engine combo.
What experience do you have with the proflo and a "plate kit"? I love the car. Tick has AWSOME customer service/support.
But friends don't let friends drive proflow with plate kit...
What experience do you have with the proflo and a "plate kit"? I love the car. Tick has AWSOME customer service/support.
But friends don't let friends drive proflow with plate kit...
09-26-2013, 11:31 PM
#5
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What type of hp did this put down? I just switched to TFS 235 done by TEA. I'm thinking of getting another custom cam made for the bigger heads. Went from PRC stage 1 to the tfs. Cam is 235/239 619/651.
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09-28-2013, 09:29 PM
#9
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Damn...gonna be a monster! The more I hear about these TFS 235s the more I want to see what they'd do over my AFRs if anything at all.
Gonna be one hell of a grocery getter lol
Gonna be one hell of a grocery getter lol
09-30-2013, 12:33 PM
#11
Martin, how does the Pro Flo XT/90mm TB stack up the Super Vic/4150 TB setup and would this setup have gone higher if it had a Super Vic/4150 TB setup? Also, is the RPM range about the same between the two intakes, or is one more tailored for higher RPM use over the other?
09-30-2013, 03:32 PM
#12
Martin, how does the Pro Flo XT/90mm TB stack up the Super Vic/4150 TB setup and would this setup have gone higher if it had a Super Vic/4150 TB setup? Also, is the RPM range about the same between the two intakes, or is one more tailored for higher RPM use over the other?
I was hoping for a 6800rpm peak in this engine and a shift point of 7400rpm.
The Pro Flo has a longer runner length than the Super Victor, but has less plenum volume. This makes for more bottom end torque under 4500rpm, but also causes the Pro Flo to fall off sooner, and won't put up the average power numbers after 5000-5500rpm that the Super Victor can.
The Super Victor would of peaked higher.
09-30-2013, 07:19 PM
#16
Does he plan to upgrade the fuel pump and up the wick?
Thank you for the explanation Martin. I'll likely be getting with you at some point this winter to help me spec out another cam. I'm thinking of going with a Super Victor/4150 Scorpion TB and a custom cam to complement that induction setup and the AI Dart/RHS heads. Will likely up the compression to around 12.5:1 or 13:1.
Thank you for the explanation Martin. I'll likely be getting with you at some point this winter to help me spec out another cam. I'm thinking of going with a Super Victor/4150 Scorpion TB and a custom cam to complement that induction setup and the AI Dart/RHS heads. Will likely up the compression to around 12.5:1 or 13:1.
Last edited by Rise of the Phoenix; 09-30-2013 at 07:24 PM.
09-30-2013, 08:12 PM
#17
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This set-up would of gone higher had it had more fuel. The reason it ran out there is it was just starting to crest the power curve and the engine was calling for pretty much it's highest fueling demands and wasn't getting it.
I was hoping for a 6800rpm peak in this engine and a shift point of 7400rpm.
The Pro Flo has a longer runner length than the Super Victor, but has less plenum volume. This makes for more bottom end torque under 4500rpm, but also causes the Pro Flo to fall off sooner, and won't put up the average power numbers after 5000-5500rpm that the Super Victor can.
The Super Victor would of peaked higher.
I was hoping for a 6800rpm peak in this engine and a shift point of 7400rpm.
The Pro Flo has a longer runner length than the Super Victor, but has less plenum volume. This makes for more bottom end torque under 4500rpm, but also causes the Pro Flo to fall off sooner, and won't put up the average power numbers after 5000-5500rpm that the Super Victor can.
The Super Victor would of peaked higher.
10-01-2013, 01:07 PM
#18
Does he plan to upgrade the fuel pump and up the wick?
Thank you for the explanation Martin. I'll likely be getting with you at some point this winter to help me spec out another cam. I'm thinking of going with a Super Victor/4150 Scorpion TB and a custom cam to complement that induction setup and the AI Dart/RHS heads. Will likely up the compression to around 12.5:1 or 13:1.
Thank you for the explanation Martin. I'll likely be getting with you at some point this winter to help me spec out another cam. I'm thinking of going with a Super Victor/4150 Scorpion TB and a custom cam to complement that induction setup and the AI Dart/RHS heads. Will likely up the compression to around 12.5:1 or 13:1.
That is correct. It gives the optical illusion of being larger. It is not.