Upgraded to some WCCH LS7's from some LS3's
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Upgraded to some WCCH LS7's from some LS3's
Well iv been running some Ported ls3 ported heads on my LSX 454 for the last 10 months or so
car put down 512/470 on a mustang dyno and unlocked stall
motor spects are
LSX block
4.185 bore
4.125 stroke
Eagle Crank and Rods (armor coated)
Weisco Pistons
Comp cam 235/245 621/621 on a 111+2
Morel link bar street lifters
Heads were LS3 castings, VmaxMotorsports ported with stock LS3 valves
ATI pulley stock size steel
Fast 102 with a NW102 TB
Kooks 1 7/8 headers with custom 3 in exhaust.
car ran a best time of 10.80 @ 126.14 on DR with a 1.50 60'
trans is a built stock 4L65 with a FTI 3800 stall
so time for some more power.......
going with a set of WCCH LS7 ported casting...... LS7 Fast 102
and a New CAM To Match the LS7's ( got the spects for a fellow LS1techer)
so im looking for a little more power, think ill see a good bit with the switch
car put down 512/470 on a mustang dyno and unlocked stall
motor spects are
LSX block
4.185 bore
4.125 stroke
Eagle Crank and Rods (armor coated)
Weisco Pistons
Comp cam 235/245 621/621 on a 111+2
Morel link bar street lifters
Heads were LS3 castings, VmaxMotorsports ported with stock LS3 valves
ATI pulley stock size steel
Fast 102 with a NW102 TB
Kooks 1 7/8 headers with custom 3 in exhaust.
car ran a best time of 10.80 @ 126.14 on DR with a 1.50 60'
trans is a built stock 4L65 with a FTI 3800 stall
so time for some more power.......
going with a set of WCCH LS7 ported casting...... LS7 Fast 102
and a New CAM To Match the LS7's ( got the spects for a fellow LS1techer)
so im looking for a little more power, think ill see a good bit with the switch
Last edited by 1fastxz; 12-14-2011 at 06:00 PM.
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The dyno who was running the mustang dyno said that his dyno was really tight
He said that compared to a dyno jet I was down like 30/40 rwhp
But the tail of hp is told by MPH
Because all dyno's read different. So I'll see if I can get 130+ out this new set up
He said that compared to a dyno jet I was down like 30/40 rwhp
But the tail of hp is told by MPH
Because all dyno's read different. So I'll see if I can get 130+ out this new set up
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Started the car and heat cylced it a few times. Drove it home today got dame good Gas Milege on the way home.. have abou 60 miles on the new springs. I havent jump on it just yet till i check the tune. But it feels good in the midrange
I'll check the tune tomorrow, might try to get to the track this weekend if i can get my DR out of storage
I'll check the tune tomorrow, might try to get to the track this weekend if i can get my DR out of storage
#9
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Curious as to the early driving impressions of the difference in bottom/mid in between the LS3 and LS7 setup. I'm seriously thinking of going with a set of Richard's Brodix LS7 heads but I'd hate to loose the excellent tip-in/bottom and mid I get from his Stage 3 L92 heads.
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So far it dosent feel like I'm missing anything on the bottom end, I haven't rev it over 4000 so far wanted to hear cycle the valve springs a few times
It pulls off very good with the 3800 stall I have
Dont have to give it much to get it moving
I do have to get use to how fast it wants to turn up the rpm's
It pulls off very good with the 3800 stall I have
Dont have to give it much to get it moving
I do have to get use to how fast it wants to turn up the rpm's
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curious what you pick up.
I have a 438ci with stock casting LS3 heads running lightweight valves/dual .650" springs and stock LS3 intake and crappy mid length headers. 12:1 compression, with manual transmission, 15lb flywheel/clutch/PP combo, 8.8" rear end on 100 octane. It put down 530rwhp/510rwtq on a dyno that reads higher by about 30rwhp than a Dynojet. Was a little surprised at my numbers. Has a small 23x/240x cam in it.
Over winter I'm doing long tube headers, converting to e85 (cheaper fuel), and a few other tricks.
I have a 438ci with stock casting LS3 heads running lightweight valves/dual .650" springs and stock LS3 intake and crappy mid length headers. 12:1 compression, with manual transmission, 15lb flywheel/clutch/PP combo, 8.8" rear end on 100 octane. It put down 530rwhp/510rwtq on a dyno that reads higher by about 30rwhp than a Dynojet. Was a little surprised at my numbers. Has a small 23x/240x cam in it.
Over winter I'm doing long tube headers, converting to e85 (cheaper fuel), and a few other tricks.
Last edited by gnx7; 10-14-2011 at 10:18 PM.
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I'll be interested to see how the switch pans out. I currently have ported LS3 heads on my 427 with a small cam. I have a set of stock LS7 heads on the shelf that I will be sending to WCCH over the winter to get them ported. I've had PatG spec me a cam so I will be swapping that out too along with a ported LS7 intake.
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Well looks like I'll get the track before the dyno.. going to test n tone tomorrow night. Going to be running the car on the same Hoosier 275/40 17 DRs that Iv been running. wanted to get some 28x10 in the next few weeks. dont know how hard ill be able to leave on this DRs........
So this will be a good before and after from the LS3 heads and the LS7 heads.
So this will be a good before and after from the LS3 heads and the LS7 heads.
#18
For you guys worried about ls7 heads being weak at lower rpms or not good at tip in, don't worry. If they are given a good port job you will not notice. My 427 pulls hard from 3k on up and I have a fairly large cam, aprox 250 dur on intake and exhaust. I believe the small port/high velocity mantra that some push for sales purposes on the internet have caused many in the ls community to put too small of heads on their large cubic inch engines. That is one of the reasons you see so many 420 plus cube ls engines making no more power than 402s. Not enough head or intake. My opinion only.
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For you guys worried about ls7 heads being weak at lower rpms or not good at tip in, don't worry. If they are given a good port job you will not notice. My 427 pulls hard from 3k on up and I have a fairly large cam, aprox 250 dur on intake and exhaust. I believe the small port/high velocity mantra that some push for sales purposes on the internet have caused many in the ls community to put too small of heads on their large cubic inch engines. That is one of the reasons you see so many 420 plus cube ls engines making no more power than 402s. Not enough head or intake. My opinion only.
#20