Building the ultimate LSX...what heads?
08-21-2007, 12:15 PM
#1
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Building the ultimate LSX...what heads? I'm in the process of building the ultimate LSX engine. It will be an LSX block with dry sump, Callies Magnum 4" stroke crank, GRP aluminum rods, custom solid roller turbo cam, Jesel belt drive, etc. It's going to have two GT47-88's for boost and water to air I/C.
My question is: Do I go with ETP's biggest 6-bolt head? Warhawk's biggest? or the LSW 12deg Hurricane's from All-Pro?
They've got to have 6 bolts per cyl for this application. I'm looking to make 2000+HP
And yes, it's going in the Supra!
My question is: Do I go with ETP's biggest 6-bolt head? Warhawk's biggest? or the LSW 12deg Hurricane's from All-Pro?
They've got to have 6 bolts per cyl for this application. I'm looking to make 2000+HP
And yes, it's going in the Supra!
08-21-2007, 04:12 PM
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Originally Posted by 3.4camaro
Call them to compare flow numbers. Don't go by max flow, go by the integral flow, area under the curve.
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08-21-2007, 04:42 PM
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Originally Posted by Beast96Z
ETP's canted valve would be the ultimate, hands down.
08-21-2007, 04:42 PM
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Originally Posted by Stang's Bane
Either the ET's or the All Pro's. If it were me I would go with the AP's and a Wilson sheetmetal intake
08-21-2007, 07:17 PM
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Originally Posted by Dubnali
AFR is a good head, but they don't have anything in the range I'm looking for, and they don't have 6 bolts/cyl...
LOL 
08-21-2007, 09:07 PM
#14
Originally Posted by Dubnali
I'll have to talk to them about flow #'s on those, I noticed the insane price they carry. But for the money the All Pro's outflow them. I just don't know which would be better for a boosted app. For the $7500 price tag the canted valve ETP's have, I could almost go with the Arao 32v's!!!
(just busting your chops, I think your build sounds awesome).The ET canted valve heads are a proven player and while the Arao 32V heads look good on paper, I have not seen anyone making stupid power with them yet. The ET CV heads on the other hand have earned the reputation of putting down the numbers.
__________________
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
08-22-2007, 12:23 AM
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Originally Posted by Dubnali
I know the flow #'s, the All Pro's are the highest, then the Warhawk. I was simply looking for some people's opinions of certain companies. If there were several folks that had bad luck with a certain brand, I would stay away...
08-22-2007, 07:20 AM
#17
Turbo combinations tend to suffer from exhaust gas dilution into the intake port. Because of this you either have to run a smaller intake valve, or an intake valve with a steep seat angle, like 55 degrees, to help kill low lift flow (.100"-.200") If a port flows well in the forward direction at low lift it will also flow well in the reverse direction at low lift.
Turbo engines also like smaller exhaust valves and exhaust ports, so don't be tempted to run a nitrous type of exhaust port.
Turbo engines don't tend to need as good of a head to make power as a N/A, blower or nitrous setup. I have seen Ford racers go low 7's with 225cc heads.
Turbo engines also like smaller exhaust valves and exhaust ports, so don't be tempted to run a nitrous type of exhaust port.
Turbo engines don't tend to need as good of a head to make power as a N/A, blower or nitrous setup. I have seen Ford racers go low 7's with 225cc heads.
08-22-2007, 07:48 AM
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6 bolt All Pro heads in the hands of a good porter will get you done. I would think the ET canted valve heads are awesome for a huge CI solid roller drag setup, that would never stop needing the flow. You are pushing enough air that you do changes alot of the needed elements. There is a guy locally that did over 1k hp with the victor intake into All pro heads on a 370ci engine. That was with I think a S95 single.
08-22-2007, 07:49 AM
#19
Originally Posted by Brian Tooley
Turbo combinations tend to suffer from exhaust gas dilution into the intake port. Because of this you either have to run a smaller intake valve, or an intake valve with a steep seat angle, like 55 degrees, to help kill low lift flow (.100"-.200") If a port flows well in the forward direction at low lift it will also flow well in the reverse direction at low lift.
Turbo engines also like smaller exhaust valves and exhaust ports, so don't be tempted to run a nitrous type of exhaust port.
Turbo engines don't tend to need as good of a head to make power as a N/A, blower or nitrous setup. I have seen Ford racers go low 7's with 225cc heads.
Turbo engines also like smaller exhaust valves and exhaust ports, so don't be tempted to run a nitrous type of exhaust port.
Turbo engines don't tend to need as good of a head to make power as a N/A, blower or nitrous setup. I have seen Ford racers go low 7's with 225cc heads.
Just speaking out of observations, the AFR 225's have always put up amazing numbers for turbo/blower street builds, but what you are building here is a different animal alltogether. I would contact Tom Nelson or find anything he has on the web about turbo theory, he seems to have a handle on it. I am not saying he is the best, but he does have a pretty good track record
