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Another thing... the AFR 205s have CARB compliance. There aren't too many heads that do.
I wonder if Tony can put them through his MMS 235 program but keep them as "AFR 205" heads? As a stealth upgrade? Then with the MSD intake, a 416, and a small enough cam to pass the sniffer, it could make a few ponies more. But it may not be worth all the added cost.
If Tony is covered up, I'd go to PatG with zero hesitation and just get Tony to port your heads and intake. My thinking is you can spec the cam to compensate for the CARB compromises - 205s and LS7 manis - you have to make, and PatG is as good as anybody at doing that. If you want one shop to do it all, consider LMR or Vengeance. LMR did a VERY good job for me back in the day. I'd still lean on PatG if Tony is oversubscribed, especially for the cam and base tune, then get your local guys to polish it with the dyno and street tune. Yeah, some of us remember the Hammer cam, and the ***** at MTI.
Maybe I can help out a bit. I just ran a Mamo ported AFR 205 / Fast combo on a ERL sleeved LS2 427 and just upgraded to Tony's MMS LS7 / MSD top end.
Both of these build results are listed in my signature. This is with 18CCR turbo pistons in a NA build, so normal pistons would translate to higher compression and bigger numbers.
So you lost zero torque and gained 55 RWHP going from AFR205 to what I presume are mamo 265? That's a really good data point to consider versus much of the "these type of heads do X" type of posts.
So you lost zero torque and gained 55 RWHP going from AFR205 to what I presume are mamo 265? That's a really good data point to consider versus much of the "these type of heads do X" type of posts.
Different cams as well but both very drivable so yeah but pretty much. And yes MMS 265s. The biggest difference is above 6000 rpm. the 265s keep pulling while the 205s fall off fast.
JakeFusion, thanks for that advice on the cam profile- I was really wondering about exhaust duration with LS7 manifolds.I will put my myself in the hands of someone on here to spec/grind my cam, good to know that info directionally. My heads are decked to 61cc so I will be running good compression too.
The second part of your quote below EXACTLY sums up how I went from “a 383 LS1 stroker” to looking at a 427 short-block. I stumbled on GTO OHIO’s build just yesterday which is uncannily similar to what I am circling around. I will need a cam that can manage LA traffic with no drama here and there with my M6. I would “like” to end up with a 525/525 that I can drive in traffic and have a MEAN idle (no problems with doing that right ?��haha).
Thanks for the good sponsor leads on a stroked LS3 (416) or LS2 (427).
I am still THRILLED that I can keep my car and upgrade (and pass CARB). This was a big development ��. Looking forward to meeting any CA members on here/going to shows when I get out there. We will live in West Hollywood area. The info provided on intakes runners was appreciate too guys. YO moderators, can I get my handle back, my post history and my 15yr badge pretty please .
QOUTE:
“it's pretty much a given that with heads that flow 300cfm in a small port with a mid 230s cam you'll hit 500/500 on a 402+ combo. Getting above that requires more cam and more heads. However, the LS7 manifolds are going to need some more exhaust duration and may limit how much power you can really make. I'd aim for an 8-12 degree spit even with the AFR heads. So a 236/248 would be good.”
“The question is... will a 500/500 combo feel considerably faster than your combo now. And the answer is... not really. The added torque will be nice when you can put the power down. But it's a much smaller bump in power than when you went from a stock motor to a h/c car.”
Last edited by Mirek Again; 05-30-2018 at 03:31 PM.
Reason: Add compression
Update: Jake (GM) and Khole at AHP are straight up great guys, met with them to discuss the details, got the car in the carrier and put down a deposit on a Darton Sleaved LS3 (440) build ideally with a 4inch stroke. No power adder so we will see what Darton can do/recommend but worst case I will go 4.125 (bore and stroke) rotating assembly and be done.
An aluminum 440 is just ridiculous and I want one, that said, the car must blow cold A/C with no idle drama in 100 degree heat in traffic so cam selection is key.
Also, doing an AHP ported stealth MSD Intake (new engine mounts required for clearance), AHP Ported LS7 T-Body, AHP reworked LS7 heads (my Decked AFR 205’s will soon be for sale, AHP will remove and ship) Dewitt’s Radiator & Fan kit, Upgraded Injectors, ARP studs, LS7 fuel rails, etc..... Gonna keep my original size LGM Longtubes.
BTR will spec the cam but I am totally open to any general or specific inputs on that...... car already has 4.10’s and weights 2,995 lbs. I get quench and compression but struggle with if I would need reliefs in the Pistons. Most stroker kits seem to have them. I want max compression and wonder if I should even deck the heads ?
Should be a monster no ? Already specing brakes and suspention to keep it in line.
Doing a 434. After it all was said and done we decided on a 4.00 stroke for reliability/longevity and a 4.55 inch bore which makes the most sense with an N/A sleaved build.
Will likley end up with the AHP Cali 116 cam which is for a 427 so who knows....
Sorry, the emmisions concern (as primary) came off the table. I just got another toy for out here (w/ a Hemi) and no longer intend to keep this one in CA. Still want it right and badass though !
4.10:1s are a total waste in a C5 with all the torque you will make, 1st & 2nd will be worthless LOL!
Even 3.90s or 3.73s would be a challenge to hook up on the street or track.
Looking forward to your build results.
4.10:1s are a total waste in a C5 with all the torque you will make, 1st & 2nd will be worthless LOL!
Even 3.90s or 3.73s would be a challenge to hook up on the street or track.
Looking forward to your build results.
This is probably true. I can tell you 4.30's with a 428 makes 1-3 worthless. At least on the street. At the track, right tire still does good.
05-29-2018, 12:21 PM
