AFR 205 Cam Decision
AFR 205 Cam Decision I want to run 205's, I will be upgrading to 373's, upgrading to the needed stall, running a FAST 90 Intake w/ a 90 mm TB, changing to Pace Setter LT's w/ TSP Y Pipe, and doing some suspension work. I want to run a proven combination, something Tony has pointed out several times. I do not want to flycut, thus the G5X3 is out. That pretty much leaves the 224/228, and the 232/236:
http://forums.corvetteforum.com/show...6&page=1&pp=20
https://ls1tech.com/forums/dynamometer-results-comparisons/284331-afr-205-232-236-results-2000-c5-a4.html
What would you select, and why? What stall also? Thanks!!!
http://forums.corvetteforum.com/show...6&page=1&pp=20
https://ls1tech.com/forums/dynamometer-results-comparisons/284331-afr-205-232-236-results-2000-c5-a4.html
What would you select, and why? What stall also? Thanks!!!
Spend the extra time to notch the pistons...
Mill the head to 59 cc
Run an .040 gasket for better quench
THEN slide the 232/236 in.
That would be a stout combination.
Without the CR increase and the better quench it would make decent peak #'s and probably just OK "average" TQ and HP figures. A slightly smaller cam with higher CR and better quench might get you down the 1320 quicker and faster, not to mention be a better combination for cruising around town.
Tony M.
PS Without notching, even getting the 232 in (by not milling the heads) might pose a potential problem in the future due to minimal P to V....One missed shift or a mishap in the water box and you will have a couple of bent valves or worse. Just something else to consider in your decision making process.
Mill the head to 59 cc
Run an .040 gasket for better quench
THEN slide the 232/236 in.
That would be a stout combination.
Without the CR increase and the better quench it would make decent peak #'s and probably just OK "average" TQ and HP figures. A slightly smaller cam with higher CR and better quench might get you down the 1320 quicker and faster, not to mention be a better combination for cruising around town.
Tony M.
PS Without notching, even getting the 232 in (by not milling the heads) might pose a potential problem in the future due to minimal P to V....One missed shift or a mishap in the water box and you will have a couple of bent valves or worse. Just something else to consider in your decision making process.
On The Tree
Joined: Jan 2002
Posts: 124
Likes: 0
From: Tinsel Town, USA
[QUOTE=Tony Mamo @ AFR]Spend the extra time to notch the pistons...
Mill the head to 59 cc
Run an .040 gasket for better quench
THEN slide the 232/236 in.
That would be a stout combination.
QUOTE]
Just depending, that should yield you a compression ratio of approx. 11:3 or 4.1. You might also need to upgrade your fuel injectors.
Mill the head to 59 cc
Run an .040 gasket for better quench
THEN slide the 232/236 in.
That would be a stout combination.
QUOTE]
Just depending, that should yield you a compression ratio of approx. 11:3 or 4.1. You might also need to upgrade your fuel injectors.
Trending Topics
I think I might be best suited to go with the 224/228 since I REALLY do not want to notch the pistons, want to go w/ a proven combo, and am willing to go with every bolton (except wp).
LS1 Tech Stories
The Best V8 Stories One Small Block at Time
6 Common C5 Corvette Failures and What's Involved In Repairing Them
Pouria Savadkouei
Retro Modern Bandit Pontiac Trans AM Comes With Burt Reynolds' Autograph
Verdad Gallardo
Top 10 Greatest Cadillac V Series Performance Models Ever, Ranked
Pouria Savadkouei
Top 10 Most Powerful Chevy Trucks Ever Made!
Hennessey's New Supercharged Silverado ZR2 Has 700 HP
Verdad Gallardo
Coachbuilt N2A Anteros Is an LS2-Powered C6 Corvette In Italian Clothes
Verdad Gallardo
Awesome K5 Blazer Restomod Comes With C7 Corvette Power
Verdad Gallardo
10 Camaros You Should Never Buy
10 LS Engine Myths That Refuse to Die
Verdad Gallardo
Originally Posted by BoneSS
I think I might be best suited to go with the 224/228 since I REALLY do not want to notch the pistons, want to go w/ a proven combo, and am willing to go with every bolton (except wp).
why do you not want to flycut them so bad? if you have the heads off already, it wont be that big of a deal to dig a few holes 
if you have an angle drill it will be especially easy for the back ones (might be the only way possible)
i would want a freakin LOG of a camshaft if i was spending the money on AFR's and a 90/90 combo
if you have an angle drill it will be especially easy for the back ones (might be the only way possible)
i would want a freakin LOG of a camshaft if i was spending the money on AFR's and a 90/90 combo
"i would want a freakin LOG of a camshaft if i was spending the money on AFR's and a 90/90 combo "
From what we've read and Tony has posted, you don't need a log with these heads.
Mine is a 227/231, should be interesting!!
From what we've read and Tony has posted, you don't need a log with these heads.
Mine is a 227/231, should be interesting!!
Guys...
Just to clarify.
Due the the extremely efficient nature of the AFR heads (stong low/midlift flow....good peak #'s and small cross-section) you don't need a big cam to put up big numbers. BUT....that doesn't mean that a bigger cam (with the right set-up, compression bump. etc.) won't make more....it certainly will.
But whats most important is getting the combination right....I'm all about putting in a sizable cam for your weekend warrior if you don't have a problem with a lopey idle and the lack of power typically seen at cruising speeds....BUT, to do it right you have to notch the pistons to be able to mill the heads to get the static CR up....its VERY important on the larger cam stuff or your dynamic and static compression is too low. You have to bump the CR to help build cylinder pressure lost in the overlap cycle from the larger cam install.
I believe there is a post in this very section concerning those issues with low cranking compression etc.
Tony M.
Just to clarify.
Due the the extremely efficient nature of the AFR heads (stong low/midlift flow....good peak #'s and small cross-section) you don't need a big cam to put up big numbers. BUT....that doesn't mean that a bigger cam (with the right set-up, compression bump. etc.) won't make more....it certainly will.
But whats most important is getting the combination right....I'm all about putting in a sizable cam for your weekend warrior if you don't have a problem with a lopey idle and the lack of power typically seen at cruising speeds....BUT, to do it right you have to notch the pistons to be able to mill the heads to get the static CR up....its VERY important on the larger cam stuff or your dynamic and static compression is too low. You have to bump the CR to help build cylinder pressure lost in the overlap cycle from the larger cam install.
I believe there is a post in this very section concerning those issues with low cranking compression etc.
Tony M.
OT but whats your DCR tony, i know the static is ~11.1. my DCR is 8.5 and im gonna do a compression test when i get home today just to give that guy some help. my IVC point is late as i specified.
Originally Posted by YO-EL
Tony, will your stock as they come from you, 205 heads accept the TR 224 cam, as is?
NEED to know.. Thanks!
NEED to know.. Thanks!
Originally Posted by Viper
"i would want a freakin LOG of a camshaft if i was spending the money on AFR's and a 90/90 combo "
From what we've read and Tony has posted, you don't need a log with these heads.
Mine is a 227/231, should be interesting!!
From what we've read and Tony has posted, you don't need a log with these heads.
Mine is a 227/231, should be interesting!!
....although it does suck pulling a tractor trailer around all the time
this illustrates the point that i was making, along with what many others try and make.
it IS all about what you want, i'm going for the big cam only approach right now. maby NEXT summer i'll swap heads around and see how she goes,maby i'll be co-op'ing at a plant somewhere in the future and have a little change in my pocket
Teching In
Joined: Jan 2005
Posts: 28
Likes: 0
From: Doylestown,PA
Hmm you guys are making me wonder. Tony do you think I may have PTV issues with the Comp X-ER 273 ( 224/230 DUR 581/588 Lift on 114LSA) and the AFR 205's. No milling cause I have the Magnacharger, and not looking to up compression.
Originally Posted by JCMGTO
Hmm you guys are making me wonder. Tony do you think I may have PTV issues with the Comp X-ER 273 ( 224/230 DUR 581/588 Lift on 114LSA) and the AFR 205's. No milling cause I have the Magnacharger, and not looking to up compression.
Guys...Always check P to V even if you are putting in a small cam and think you have a "country mile". Checking would haved saved a few peoples butts on this very forum that didn't because they read (or their buddies told them) they should be "OK".
Tony M.
Teching In
Joined: Jan 2005
Posts: 28
Likes: 0
From: Doylestown,PA
Originally Posted by Tony Mamo @ AFR
You will probably be OK, and should be due to not milling the heads, BUT...not to check would be foolish considering the consequences. Also, checking P to V can alert you to a cam a tooth off or other issues you might not have noticed before buttoning up the engine.
Guys...Always check P to V even if you are putting in a small cam and think you have a "country mile". Checking would haved saved a few peoples butts on this very forum that didn't because they read (or their buddies told them) they should be "OK".
Tony M.
Guys...Always check P to V even if you are putting in a small cam and think you have a "country mile". Checking would haved saved a few peoples butts on this very forum that didn't because they read (or their buddies told them) they should be "OK".
Tony M.
I was going to anyway, but was just worring it was a definate notching situation. I know nothing is ever 100% but didn't want a "Well with that cam you have too"
Thanks for the help.