Tony is traveling and will post within 24 hrs.
I purchased MAMOFIED TFS LS3 Heads for my 396"
Engine Build about 2 years ago. In talking with
Tony after the AFR announcement my understanding
is the AFR LS3 Head is 75-90% of the way towards
the MMS LS3 from the TFS LS3 in stock form,
(ports & chambers only, not the lightened valves etc.)
for the same price Great Value IMO.
Extremely Pleased with My Results.

 

Figured it was only a matter of time before they made an aftermarket LS3 style head. Next will be the LS7.

 

Sorry for the lag guys....been getting ready for a trip to the east coast and pretty much flew all day today. Don't have alot of time but wanted to confirm that I did handle the design work on the new AFR LS3 offering.

Clearly the end results are similar to the ported LS3 stuff I do utilizing the TFS castings which has already been mentioned in this thread. Out of the box comparing the two the newer AFR is a slightly better piece IMO....having me port both casting will yield much closer results. I haven't had a chance to really experiment a whole lot with the AFR production pieces yet but suffice to say if you enlisted me to port either casting you would have a really killer piece when the smoke cleared.

Much more efficient than ported LS3 castings (A ton more airspeed which the LS3 platform desperately needs) and a bunch more peak airflow as well (390-395 CFM). Its the have your cake and eat it too LS3 scenario but the cake costs more than out of the box heads naturally and all the stuff I do I fit with custom slightly larger hollow stem intake valves as well which is really a necessary option in this large a valve if you plan to spin the engine.....and a head with a generous cross section and close to 400 CFM tends to create alot of that (an engine that wants to spin!) so the lightweight intake is really a key player in my LS3 program (weighs only 98 grams....within a gram or two of the solid stem much smaller 1.600 exhaust).

This head puts a new spin on the cathedral versus square port because your getting some high speed air moving here and alot of it. In general though, these heads are still best utilized with larger engines (or OEM size boosted engines) to really shine as a good all around deal. A smaller engine like a stock 6.2 will still feel a little softer at lower RPM's than it would with a good cathedral piece but if you had good valve control and could turn that engine 7500 with a medium runner length FAST it would rip pretty hard and lay done some serious smack from 6000 - 7500.

I typed twice as much as I planned to....Im beat. I got up at dark thirty today to catch an early flight and if Im lucky got two and half hours sleep (my flight out of LA wasn't exactly ideal for Mamo vampire hours.....LOL), and the brutal commute to LAX in rush hour morning LA traffic wasn't fun either!

Will revisit this thread when I'm feeling more alive!

Catch you guys later!

-Tony

 

Thanks for chiming in Tony. Do you plan on more R&D with Mamofied AFR LS3's to see if you can better your TFS based heads?

 

I would assume so. Since he uses their heads as the basis for his MMS catheral heads . (Which is common knowledge).

If the end result of Mamofied LS3's in either casting is close, it only makes sense to go with the one tha'ts cheaper for him to acquire to rework.

 

Yes....of course. I think there may some more potential in the AFR port configurations given the same allotted time and cost.....will know better in a couple of months. Need to find the time to make the R&D happen which I plan on doing

And I anticipate pricing will be very similar both to me and to you guys after I'm done!



Cheers,
Tony

 

I like that idea....

 

You & Me Both! LOL!

 

So a Mamofied version of this sounds like the ticket on a 7500RPM 416 as well? I mean, 400cfm is still a lot of airflow for a 376 to really use.

Hell 400cfm is enough airflow to feed a 440cid at 7500...

 

Yup. But with the right cam and induction - holy!

 

I didn't use all the airflow I had in my 396" @ 7300 RPM
(389 CFM @ .650")
Thats what I have been saying, and with the ability to change
runners. Mid length on street, shortest race runners at track.
"The have your cake and eat it too" scenario.

The MSD Intake appears to rollover HARD @ 7200 RPM in a 454"
with a large LLSR.

 

So what kind of rocker system will the new LS3 based head use? Factory? Aftermarket?

 

Dan,

Apples and oranges in this thread discussing LS3 components.

The MSD your referring to is an LS7 and not really applicable here. Also for the sake of discussion it doesn't roll over badly at all IMO considering its a 454 shortblock with good parts but nothing exceptionally trick in reducing the typical windage and frictional losses big cube engines experience at higher RPM. A really tricked out (aka expensive) shortblock similar to what you built with a lighter ring package etc would reduce those losses alot more IMO. Its nosing over at 7300 certainly as seen in the dyno gragh posted below but considering what we are discussing this manifold continues to impress me. I can port it the same way and install it on a 427 making 100 less RWHP and it will look fantastic at every RPM.....here is a much larger combo with a 100 more at the tire and its still doing a great job overall in my opinion. This combo wouldn't want to turn big RPM anyway so a shorter runner intake (if it was available) would likely give up alot to get very little up top because this particular engine isn't really needing (or wanting) or designed to turn high RPM anyway.



This thing is just explosive....its like a big bore high performance motorcycle engine (or big cube BBC) that just makes huge grunt everywhere and doesn't require big RPM to level the competition....biggest issues with these types of builds is putting the power to the ground in the lower gears.....if you have that sorted out its just an E-ticket ride with explosive power and torque at any RPM and the well balanced (heavily ported!) MSD is doing its job pretty well in an application it clearly wasn't designed for.



Regarding the rockers on both the TFS heads and the new AFR castings, you can run stock rockers with either and a billet stand both companies provide but I recommend roller rockers, specifically the Yella Terra I had designed for the TFS castings I have been working with for quite some time which also should work well with the AFR's. Need to mock them up to confirm but I believe that to be the case as they had purchased a set from me awhile back in hopes of fitting the heads with those as well. Email me if you have an interest for either head and I will get you sorted out

Regards,
Tony

PS.....On a different dyno this engine made 585 RWTQ btw with zero changes....exact same tune....the curves weren't much different....the largest variable was one dyno to the other. Loaded differently on the first dyno (which has an Eddy brake involved) the numbers were also different. We can get on a three page discussion about comparing information from different dynos but any of the sharper guys reading this already know that. Point is this engine was stout with a really fat and very flat torque/power curve. It was a combo I spec'ed with my new MMS 265 LS7 heads and if you care to learn more about this combo and have about a week to read this informative in depth thread, here it is!! Honestly its a great read if your truly into this hobby.....tons of useful information in there....just be prepared to break it up int many sittings....its 40 something pages long with tons of pics and videos!

https://www.corvetteforum.com/forums...hortblock.html

 

Ever notice how Tony likes to use "PS" alot? LOL. Thanks for the read and link Tony @!!!

 

Tony,
I just skimmed through Josh B's thread on CF and all I can say os. WOW. Great build. Have you used the CamMotion LLSR setup yet? How many miles do you typically see between valve adjustment on the CC SR cams?

 

Over in the dyno section, NavyBlue has a Mamo LLSR built 396.

 

LLSR is A ok. Some think it's a gimmick... but I like gimmicks. Im a gimmicky guy. Like ls3 ports and shorter runner intakes. And ls engines

 

I forgot about that one completely. I noticed Tony like Comp Cams sticks. I'd love to see him build a street stroked LS3 with his 235s/FAST/LLSR. That would be a blast on the street.

 

Just to give Dustin Lee @ Dustin Lee Racing Engines (DLRE)
His Due Credit for building the Engine, He added many tricks
As well, such as Hot Hone, Ring Pack, Bore Prep,
Dry Sump Manufacturer, Over size lifters, along with
Some of his proprietary methods I am not privy to.
Tony provided The MAMOFIED TFS LS3 Heads &
MAMOFIED Mid-Length Runner FAST 102, along with
Countless hours of advice and suggestions, Most of which
I Followed, LOL. LLSR was my idea with help
On specs, primarily Advance from Kip. "It takes a village"

 

DarthV8r switched from hydraulic to LLSR. But his stock 10 bolt with 3.42's blew before he could hit the dyno. So even with a new 9" with 4.10's he still gained RWHP.