441 results.
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Joined: Mar 2003
Posts: 1,223
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From: Hamilton Ontario
441 results. LS7 block with a 4.25 stroke, Tfs 235 heads, cam motion 235/242 114+4 cam 102/102 fast intake. 556 rwhp 558 rwtq. The last time it was dynoed it made pretty much the same HP but not the torque. Also that was a LS7 clutch and stock rear end. It is now going through a McCleod twin and a Fab 9".
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Joined: Sep 2010
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Hey Op,
I just went through your thread.
Power is ok for what you have but I feel the camshaft is too small.
I checked the valve events and I noticed that your IVC is on 47 degrees which is way too early for a 441 with a cathedral head.
I think you can make more hp with a larger grind and with the crazy air speed of the head you have, the driveability shouldn't change too much.
If you read my thread, I have a 434 and am using a 249/255 114LSA +4 ( with AFR 245 heads) and it's not a big camshaft for an engine of this size.
This will behave even better in your engine due to the larger size and smaller runner in the head.
You need something around that spec if you want to make hp closer to the 600 number and also have a decent power band up top.
I also think the 235 head is choking that big 441 motor so a larger camshaft will definitely help the numbers upstairs.
This trickflow 235 head was designed for engines up to a 427.
I would say to upgrade to the 245 head but the expense etc won't be worth it.
I just went through your thread.
Power is ok for what you have but I feel the camshaft is too small.
I checked the valve events and I noticed that your IVC is on 47 degrees which is way too early for a 441 with a cathedral head.
I think you can make more hp with a larger grind and with the crazy air speed of the head you have, the driveability shouldn't change too much.
If you read my thread, I have a 434 and am using a 249/255 114LSA +4 ( with AFR 245 heads) and it's not a big camshaft for an engine of this size.
This will behave even better in your engine due to the larger size and smaller runner in the head.
You need something around that spec if you want to make hp closer to the 600 number and also have a decent power band up top.
I also think the 235 head is choking that big 441 motor so a larger camshaft will definitely help the numbers upstairs.
This trickflow 235 head was designed for engines up to a 427.
I would say to upgrade to the 245 head but the expense etc won't be worth it.
Hey Op,
I just went through your thread.
Power is ok for what you have but I feel the camshaft is too small.
I checked the valve events and I noticed that your IVC is on 47 degrees which is way too early for a 441 with a cathedral head.
I think you can make more hp with a larger grind and with the crazy air speed of the head you have, the driveability shouldn't change too much.
If you read my thread, I have a 434 and am using a 249/255 114LSA +4 ( with AFR 245 heads) and it's not a big camshaft for an engine of this size.
This will behave even better in your engine due to the larger size and smaller runner in the head.
You need something around that spec if you want to make hp closer to the 600 number and also have a decent power band up top.
I also think the 235 head is choking that big 441 motor so a larger camshaft will definitely help the numbers upstairs.
This trickflow 235 head was designed for engines up to a 427.
I would say to upgrade to the 245 head but the expense etc won't be worth it.
I just went through your thread.
Power is ok for what you have but I feel the camshaft is too small.
I checked the valve events and I noticed that your IVC is on 47 degrees which is way too early for a 441 with a cathedral head.
I think you can make more hp with a larger grind and with the crazy air speed of the head you have, the driveability shouldn't change too much.
If you read my thread, I have a 434 and am using a 249/255 114LSA +4 ( with AFR 245 heads) and it's not a big camshaft for an engine of this size.
This will behave even better in your engine due to the larger size and smaller runner in the head.
You need something around that spec if you want to make hp closer to the 600 number and also have a decent power band up top.
I also think the 235 head is choking that big 441 motor so a larger camshaft will definitely help the numbers upstairs.
This trickflow 235 head was designed for engines up to a 427.
I would say to upgrade to the 245 head but the expense etc won't be worth it.
If power is the end-all/be-all for the OP....then yes, a cam with 15* more overlap MAY BE exactly what he wants and would certainly provide more power.....especially with different heads.
But for a mostly street set-up.....who wants 25* overlap when a 10* cam pushes out mid- to upper-550's HP/TQ.....which is not something to sneeze at.
KW
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Joined: Sep 2010
Posts: 2,898
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Obviously, he's leaving LOTS of power on the table....but mid- to upper-550's HP/TQ, especially from such a mild cam is excellent power.
If power is the end-all/be-all for the OP....then yes, a cam with 15* more overlap MAY BE exactly what he wants and would certainly provide more power.....especially with different heads.
But for a mostly street set-up.....who wants 25* overlap when a 10* cam pushes out mid- to upper-550's HP/TQ.....which is not something to sneeze at.
KW
If power is the end-all/be-all for the OP....then yes, a cam with 15* more overlap MAY BE exactly what he wants and would certainly provide more power.....especially with different heads.
But for a mostly street set-up.....who wants 25* overlap when a 10* cam pushes out mid- to upper-550's HP/TQ.....which is not something to sneeze at.
KW
It is making good power for what it has yes.
The way it's cammed is good for low-mid range torque with a 47 IVC but running such a head on a big motor you don't need to focus on the torque as it will make a ton anyway.
I was told that you need to cam it up to get it to hang on up top on these big engines and the torque will still be plentiful.
That 235 head would be making crazy power off idle and mid range as is.
Even more so to use more camshaft when using a small head.
If the OP doesn't want that much overlap then you can do less.
But for a 441 with that head, it will swallow up 24 degrees without a fuss with a good tune of course.
I would like to see the dyno curve of this engine if the OP doesn't mind posting it.
I had trickflow 235 heads on my 427 from 2009 through 2017/18. Had the 92 fast intake/throttle body and 4.10s in a 12 bolt rear. Dynoed 533 rwhp on a dynojet in 98 degrees. Always ran drag radials because I drove to the track. I could always shift pretty well but I rarely launched well. I always lift between shifts. It mostly bogged or spun. Most of my 60 foot times were in the 1.9 to 2.0 range. Spinning messed up my runs more so I normally bogged from I think 3,000 to 3,500 rpm. I should have tried the stiff sidewall slicks. Not really sure what happened in the end but the number 7 cylinder went lean and messed up the block. It sounded like there may have been other issues as well. The engine builder had my motor over 1 1/2 years. I told him that I wanted the block back but he trashed it. Not sure if I ever go back to him.
When I was building it I could never get a good answer regarding the cathedrals versus the LS type heads. That was why I ende up with the 235s.
When I was building it I could never get a good answer regarding the cathedrals versus the LS type heads. That was why I ende up with the 235s.
Well I'm going to chime in and say...
1. It's the tuners fault
2. The parts weren't spec'd spec'd right.
3. You should have spent thousands of dollars on aftermarket heads
4. You should have had the internet spec you a camshaft.
5. Your y pipe is garbage
6. The dyno reads too low
7. Your stock intake sucks
8. WTF I can't think of at the moment.
You don't even need to provide any data, facts, build specs, tune, logs, dyno sheet...I mean why in the **** would that be useful?
Oh but no worries....the internet is here to fix, build and tune your car better than one person can..
Those are pretty much the answers you will get in here or on the internet period.
Ok I'm done.
1. It's the tuners fault
2. The parts weren't spec'd spec'd right.
3. You should have spent thousands of dollars on aftermarket heads
4. You should have had the internet spec you a camshaft.
5. Your y pipe is garbage
6. The dyno reads too low
7. Your stock intake sucks
8. WTF I can't think of at the moment.
You don't even need to provide any data, facts, build specs, tune, logs, dyno sheet...I mean why in the **** would that be useful?
Oh but no worries....the internet is here to fix, build and tune your car better than one person can..
Those are pretty much the answers you will get in here or on the internet period.
Ok I'm done.
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Posts: 2,898
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I had trickflow 235 heads on my 427 from 2009 through 2017/18. Had the 92 fast intake/throttle body and 4.10s in a 12 bolt rear. Dynoed 533 rwhp on a dynojet in 98 degrees. Always ran drag radials because I drove to the track. I could always shift pretty well but I rarely launched well. I always lift between shifts. It mostly bogged or spun. Most of my 60 foot times were in the 1.9 to 2.0 range. Spinning messed up my runs more so I normally bogged from I think 3,000 to 3,500 rpm. I should have tried the stiff sidewall slicks. Not really sure what happened in the end but the number 7 cylinder went lean and messed up the block. It sounded like there may have been other issues as well. The engine builder had my motor over 1 1/2 years. I told him that I wanted the block back but he trashed it. Not sure if I ever go back to him.
When I was building it I could never get a good answer regarding the cathedrals versus the LS type heads. That was why I ende up with the 235s.
When I was building it I could never get a good answer regarding the cathedrals versus the LS type heads. That was why I ende up with the 235s.
If you had a fast 102 intake you certainly would have seen much better power numbers.
What cam specs were you running?
TECH Addict
Joined: Sep 2010
Posts: 2,898
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