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I already posted this in the Cadillac specific forum so please take it down if it isn't cool to double post.
It was 94* in the dyno room and it was raining around my area this morning so not the best day to dyno. I am attaching a screen shot of the pull. As you can see, I am out of air and MAF at 5,600 rpm. Coolant temp was 195* and tire pressure was at 35psi. Car was strapped down hard since it spun the first pull. I was battling a rich condition that I couldn't get rid of from 4-5,600 that cost me about 10rwtq. I was also having to use the PE table for fuel after 5,700. yes, the VVE table has been tuned. I think the combo as it sits on a good day would go 580/535rw. With some mods I have in plan for who ever buys it, probably close to 600rw. I just re did the entire top end last weekend and changed all the fluids from front to back with RP.
Mods:
Mods: 15,000 miles on motor and mods:
BER LS3 based 427 K1 and Wiseco 12.0 SCR 8.7 DCR (a little lower after re-porting)
BER PORTED 243's with SS 2.04" valves. 340+cfm at .600"
Cometic .040"
BTR springs with Ti retainers
Comp trunions
7.35 Comp PR's
BER ported FAST 102 intake
BER ported 90mm TB
BER custom cam 243/251 .624/.624 113+4
52lb FIC injectors
BER custom 4" CAI with LS7 MAF card
BER custom PCV system with catch can and check ball valve cover breather
MSD wires NGK TR6 plugs
OBX headers with cat's (no interference issues)
BER custom Dual 3" with X and dual electronic cut out's, stock mufflers
Power Bond U/D pulley
160* T-stat
CS motor, trans, diff mounts
LS7 Clutch and slave
Wilwood Master
Pissnuoff shifter with ALL the trans mods
VoodooChicken drive shaft
BER custom WB02 street tune Get's 16.5 mpg average and 24 mpg on the highway. It is my daily driver.
I have 275's on the rear
They flow more than that now. They flowed 335 before I re-ported them. I use a SF-110 for port development and didn't have a chance to get them back to the SF-600 for publicity numbers. There was a bunch more work put into the intake and exhaust ports with the last re-do.
I run 93 octane. I had to rework the valves, seats and combustion chambers and didn't have a chance to mill them so I didn't bother cc'ing them. I know the compression is down a little since it took two more degrees of timing than it did before with no hint of detonation.
Dyno Jet 224 this time. I use a bunch of different dyno's depending on scheduling and the car.
It pained me to use this cam since it is pretty mild for this combo. Drives like a dream though and gets good gas mileage. I really wanted to go with my money maker cam. I could have at least tightened up the lobe sep a degree on this on. The exhaust gained 30cfm also on the re-port so some more intake duration is needed now. The new numbers probably need a cam with only about a 4-6* split.
Nice results! Still a 45 degree seat or are you using something steeper?
On the intake seats I still us a 45* angle. No secrets. I do a 36* top cut, 45* seat, 60* bottom cut, 75* throat cut on all of my heads. On the larger heads I may throw a 80* cut into the throat under the 75* cut. The LS7 heads respond to this. The margins differ between heads and port work. The angles stay the same. I cut everything by hand so I am limited to what I have. With these particular heads there is barely a 75* cut into the throat so I could maximize the throat diameter. All the valve cut margins are pretty narrow on this head since the 2.04" valve moves all the way out to the edge of the seat and the 243 heads have a very steep throat as it is. I couldn't get the seat as wide as I like to for the valve diameter and how I cut the valve it's self. In the future I would probably just use a 2.02" valve on the stock seats. I also have a three angle valve cut that has proven to worth 15+cfm in the low lifts. You have to get the port right at and above .600 lift. These heads flowed really well to .700 after the re-porting two weeks ago. So I shoot for max flow from .300-.600 and try to keep it laminar to .050" above max lift. It get's really tricky with the LS7 stuff.
The exhaust ports are heavily worked. They flow 185-190@.300 and 283-287@.700. I can post an entire spread if you like.
Just curious because it seems heads that have such great exhaust work/flow numbers don't respond well to a cam with that much of a split. My AI Dart/RHS heads are a great example, as well as the AFR heads. My setup actually lost top end HP when I switched from 1 3/4" headers to bigger 1 7/8" headers. Brian Tooley said it was from over scavenging. My cam is a 227/235 on a 110 LSA. Brian said he's seen that a lot with heads that have such great exhaust flow. Obviously your setup is not experiencing this and appears to be extremely optimized.
On the intake seats I still us a 45* angle. No secrets. I do a 36* top cut, 45* seat, 60* bottom cut, 75* throat cut on all of my heads. On the larger heads I may throw a 80* cut into the throat under the 75* cut. The LS7 heads respond to this. The margins differ between heads and port work. The angles stay the same. I cut everything by hand so I am limited to what I have. With these particular heads there is barely a 75* cut into the throat so I could maximize the throat diameter. All the valve cut margins are pretty narrow on this head since the 2.04" valve moves all the way out to the edge of the seat and the 243 heads have a very steep throat as it is. I couldn't get the seat as wide as I like to for the valve diameter and how I cut the valve it's self. In the future I would probably just use a 2.02" valve on the stock seats. I also have a three angle valve cut that has proven to worth 15+cfm in the low lifts. You have to get the port right at and above .600 lift. These heads flowed really well to .700 after the re-porting two weeks ago. So I shoot for max flow from .300-.600 and try to keep it laminar to .050" above max lift. It get's really tricky with the LS7 stuff.
Interesting stuff. I use pretty similar valve jobs, and when I'm shooting for the throat at ~90% of the valve, I know what you mean about little to none of that 75 degree cut being left.
It's good to see cathedral heads holding their own and making power like that, especially 243 castings.
Interesting stuff. I use pretty similar valve jobs, and when I'm shooting for the throat at ~90% of the valve, I know what you mean about little to none of that 75 degree cut being left.
It's good to see cathedral heads holding their own and making power like that, especially 243 castings.
Looking at the log I posted the engine is making much more power than is showing at the wheels. Comparing to logs to my LS7 cars that make 630-650rw I hit max MAF and much higher dyncyl much earlier. The other two LS7 cars were dynoed in the winter as well. I have to find the restriction on this motor and get it lined out. I think it will do 580+ through this drive train and the LS7 clutch.
Just curious because it seems heads that have such great exhaust work/flow numbers don't respond well to a cam with that much of a split. My AI Dart/RHS heads are a great example, as well as the AFR heads. My setup actually lost top end HP when I switched from 1 3/4" headers to bigger 1 7/8" headers. Brian Tooley said it was from over scavenging. My cam is a 227/235 on a 110 LSA. Brian said he's seen that a lot with heads that have such great exhaust flow. Obviously your setup is not experiencing this and appears to be extremely optimized.
Not sure how I missed this before but there are a bunch of variables here. I have run cams down to a 4* split and they work as well. I like the 6-8* split to carry the top end out. Obviously the actual valve events are what matter. I didn't dyno it before I re-ported the heads so I can't tell you what it did before. I have a 227/235 cam that does extremely well as does my 231/237 cam. In LS2 stick cars both have come close to 500rw with my heads and ported stock intake manifold and what not. LS3 cars have gone over 500rw. The 227/235 cam I like for heavy automatic transmission cars.
I think in this combo it could be the headers or cats that are not scavenging as well as they could be so it responded well. Plus when you add an actual header to the exhaust on the flow bench the real story gets told. I will tell you that high lift flow doesn't help much at all. It is all bout the .300-.500 lift range. The flow characteristics are no where near what a straight pipe does. Most of the flow gains with the new port job are in the .500-.700 lift range. I did make same good gains down low as well sonce I ported these heads 2 years ago and have learned alot since then. It is all about seat and chamber at the lower lifts.
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07' CTS-V N/A 570/520rw 
