TFS 235cc vs Stage 3 LS6 on stroker graph inside
08-26-2007, 04:21 AM
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Originally Posted by Mr.MartyStone
How do you figure? He drops over a full point in compression and still gains power...how is that worthless? Just proves the TFS head is a solid performer.
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08-26-2007, 04:24 AM
#23
Originally Posted by WOTFMAN
What springs are on it? Why have a stroker motor and not turn it more then stock cubic inches turn? Take advantage of the bore and put another 1000 rpms with it and a better cam. A reverse grind would be sweet in that setup since you cant catch enough air into it without going with an exotic intake setup. Take the exhaust duration down some and pick up the intake side, grind it on a XFI lobe and cut it on a 113 straight up and degree the cam for best power curves. no advance ground in to it. Restrictions on intake or exhaust limit your RPMs like a rev limiter. I know the car has duals on it and a decent header now so it aint the exhaust side of things.
I agree with you on changing the cam, the TFS 235 heads have a tremendous exhaust port and I would venture to say is overscavenging at the higher RPM's. We have changed only the exhaust side of a head before to one that is larger and flows more and made less HP and dropped power sooner. The exhaust port on the TFS 235 is probably better sized to 427+ cu in engines. You do need more intake duration, and going single pattern or even reverse should help, and I would even go out to 114 LSA to help minimize the overscavenging, and like WOTFMAN said, advance really isn't needed.
08-26-2007, 10:05 AM
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Originally Posted by jeremym
If I peak out at 6000-6100rpms. Does that mean my FAST is choking it up?
possibly... also means the cam is running out of steam.
08-26-2007, 12:21 PM
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Originally Posted by Brian Tooley
The springs are the Max Pressure, one step above the Extremes, open pressure is around 450 lbs, so it's not the springs.
I agree with you on changing the cam, the TFS 235 heads have a tremendous exhaust port and I would venture to say is overscavenging at the higher RPM's. We have changed only the exhaust side of a head before to one that is larger and flows more and made less HP and dropped power sooner. The exhaust port on the TFS 235 is probably better sized to 427+ cu in engines. You do need more intake duration, and going single pattern or even reverse should help, and I would even go out to 114 LSA to help minimize the overscavenging, and like WOTFMAN said, advance really isn't needed.
I agree with you on changing the cam, the TFS 235 heads have a tremendous exhaust port and I would venture to say is overscavenging at the higher RPM's. We have changed only the exhaust side of a head before to one that is larger and flows more and made less HP and dropped power sooner. The exhaust port on the TFS 235 is probably better sized to 427+ cu in engines. You do need more intake duration, and going single pattern or even reverse should help, and I would even go out to 114 LSA to help minimize the overscavenging, and like WOTFMAN said, advance really isn't needed.
08-26-2007, 05:03 PM
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Originally Posted by jeremym
So what size cam is needed? Do think the TFS 225 would of been better for my set up?
Cam...... good question. To optimize the setup you need to take it to a cam doctor and get a cam matched to those cathedral heads and composite intake.
08-27-2007, 09:07 AM
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Originally Posted by jeremym
If I peak out at 6000-6100rpms. Does that mean my FAST is choking it up?
08-27-2007, 09:07 AM
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Originally Posted by Brian Tooley
The springs are the Max Pressure, one step above the Extremes, open pressure is around 450 lbs, so it's not the springs.
I agree with you on changing the cam, the TFS 235 heads have a tremendous exhaust port and I would venture to say is overscavenging at the higher RPM's. We have changed only the exhaust side of a head before to one that is larger and flows more and made less HP and dropped power sooner. The exhaust port on the TFS 235 is probably better sized to 427+ cu in engines. You do need more intake duration, and going single pattern or even reverse should help, and I would even go out to 114 LSA to help minimize the overscavenging, and like WOTFMAN said, advance really isn't needed.
I agree with you on changing the cam, the TFS 235 heads have a tremendous exhaust port and I would venture to say is overscavenging at the higher RPM's. We have changed only the exhaust side of a head before to one that is larger and flows more and made less HP and dropped power sooner. The exhaust port on the TFS 235 is probably better sized to 427+ cu in engines. You do need more intake duration, and going single pattern or even reverse should help, and I would even go out to 114 LSA to help minimize the overscavenging, and like WOTFMAN said, advance really isn't needed.
Well said Brian. We are on the same page here.
08-27-2007, 09:09 AM
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Originally Posted by Forteen3GT
possibly... also means the cam is running out of steam.
08-28-2007, 11:29 AM
#32
What is the ICL of the current cam? Do you have an adjustable cam sprocket so you can advance or retard the cam?
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2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
08-28-2007, 02:01 PM
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Originally Posted by WOTFMAN
Possibly so....That car needs a reverse grind IMO.. Its got a pretty decent exhaust port that will flow a bunch of air and on top of that you have a very good exhaust setup. Personally It needs a larger intake lobe with a mean .200 duration number and a weaker exhaust lobe. Grind it straight up and the car will pick up. I can cam it for you but you wont be using your tuner to make the power i know what my grinds are capable of doing. the heads we know can make power, but once its cammed correctly its all in the tuning on who gets it all out. He's local to you. There will be no excuses once its cammed and hes got the tune down.
08-28-2007, 02:02 PM
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Originally Posted by Patrick G
What is the ICL of the current cam? Do you have an adjustable cam sprocket so you can advance or retard the cam?
no... but you are going the right direction... he will likely help those heads by getting the cam degreed to match them. correct the advance and change intake centerline.
08-28-2007, 05:11 PM
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Originally Posted by Patrick G
What is the ICL of the current cam? Do you have an adjustable cam sprocket so you can advance or retard the cam?
08-28-2007, 06:11 PM
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Originally Posted by Forteen3GT
I recommend Chris Marsh on the tune......he seems to take the time with cars from what I hear.
08-28-2007, 06:12 PM
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Originally Posted by jeremym
Does anybody think its valvetrain issues. I was told so many diff things today. Do this do that try this try that.
08-28-2007, 08:36 PM
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Originally Posted by WOTFMAN
What the longer pushrod those heads require I could see a little bit of valvetrain deflection there. I dont think its the solution to why the car falls dead on its face though at 6100. Tell your tuner to take away fuel up top and see if it picks up. It if it does its doing what the call EGR'ing or lack of better terms reversion. Im not saying it is but it could be a great start to move you forward. Like someone else mentioned, if the car has an adjustable timing set, retard the cam 4 degrees and i bet it picks up some there too.
08-28-2007, 09:58 PM
#40
I've got the Comp adjustable timing set and have had it for probably 30,000 miles. I just put a LS2 chain on it and figure I'm good for another 30,000. The beauty of the Comp sprocket is that it's infinitely variable , not like other sets that are every 2*s, 0,2,4,6 etc. I think I paid like $125 for sprockets and chain. Cheap and reliable. I dont know why more people don't use them, maybe because it's single not double chain.