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One of the things about being a car guy is that we’ve all done stupid **** in cars. I remember standing around in parking lots with other car guys back when I was into autocross and none of us could believe we were still alive after all the stupid **** we did when we were younger. The stupid **** gets a little less frequent as you get older, but it never completely goes away.
The only reason I haven’t died in my Miata is that I wasn’t driving it until I was in my mid 50s. I’d be dead if I’d had access to that car when I was in my 20s. It may kill me yet, but it’s somewhat less likely. 🙂
+1 for for the stupid shi? I’ve done in my life,I’m with
grubinski every time I get in my car it’s trying to kill me
i was out yesterday on my favorite piece of road (no traffic) doing short nitrous pulls
Scott great job on the build
I wanted to put this this up for you guys, as I don’t show many builds that I do. This is a well thought out combination that flat out performs. Vehicle is a 2011 GrandSport C6 Corvette that was brought to me on a trailer. Engine was hurt, and had transmission issues. The car gets drove…it’s not a garage queen by any stretch of the imagination with close to 100k on the odometer. It’s owner is a friend of mine out of Florida who had a vision for performance and gave me the green light to make this car fast.
First order of business was to get the car up on the lift and drop the drivetrain out the bottom. The owner of the car had already talked with Jeremy at RPM and set up a complete top-tier every option trans and diff rebuild with a 3.90 gear set. So after I got the drivetrain down, I palleted and shipped the trans and diff assembly off to Indiana.
With that out of the way, I quickly tore the engine down to get an idea of what I had to work with. After several conversations with the owner, a parts list was made and the ordering endeavor began.
It’s no secret that I’m great friends with Tony Mamo, so after consulting Tony about the desired direction and potential power level wanted, a game plan was made, and the ball was quickly rolling. Tonys customer service is absolutely top shelf…none better anywhere in this industry…so both the customer here and myself were eager to get this build underway. Here’s a breakdown of what this build consists of..
The Oem LS3 block was precision honed to 4.070
Semi-custom Wiseco pistons .043 rings with 2mm oil pack
Custom Molnar 3.9 crank with dry sump snout
Molnar 6.125 rods
Assembly was balanced
MMS 26X LS3 heads
12:1 compression…pump 93 gas
YT 10mm rockers
241/255 hydraulic camshaft
Johnson ST2126 LSR link bar lifters
billet timing set
MMS ported LS9 oil pump
MMS ATI custom LS7 underdrive damper
MMS ported Performance Design XS LS3 intake manifold
ARH 1 7/8 headers and X pipe
Halltech Carbon Fiber cold air intake
112mm throttle body
OEM LS3 injectors
Clevite bearings
What is the Cam LSA and Advance if I may ask? Running on 93 impressive 💪.
Impressive numbers, sad ending, hopefully it works out. Is it safe to say that the AFR mongoose LS3 and Mamo LS3 are very similar? I needed a set of heads quick recently and decided on the mongoose because they were available and would let me grow later.
They are on a stock LS2 short block with a moderate EPS LS3 NA cam in my canyon carver 02 WS6. For obvious reasons I know there is a lot left on the table and the set up is not optimal but again I needed heads quick and Summit had them in stock.
It runs fairly well for what it is but I want more. In the not so distant future I would like to step up to a 400-427 short block and would love to approach 600 RWHP with good drivability and street manners.
I doubt it… Surely an AFR is a high quality head, but Mamo is the ne plus ultra.
It is the same casting/spec and he created that head from the ground up at AFR. What I am saying is that they are very close in design so it shouldn’t be hard to make some decent numbers when I get a better short block. The Mamo version would most likely differ with hand finishing and hollow stem valves being the major changes.
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