View Poll Results: Which one and why?
Multiple Choice Poll. Voters: 72. You may not vote on this poll
ET LS7 vs ET C5r vs ALL PRO LSW
12-19-2008, 10:25 PM
#22
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Have you considered Trick Flow/TEA LSX 6 bolt heads?
We're soon to dyno a set on our shop car. LSX 385ci with twin turbonetics HP-72 turbochargers
One thing with cylinder head companies, you have to be careful who your dealing with. Look at their history, look at how issues have been handled in the past. Consider their financial backing, what happens when you have a customer service issue with a one man operation?
I wouldn't base your decision from flow numbers alone
Flaws are inevitable in some cases, it doesn't matter how much you spend, a $216M boeing 747 doesn't run trouble free, doesn't make it a POS, boeing goes back and fixes the issue should one arise.
Last edited by Fraser@SpeedInc; 12-20-2008 at 01:11 PM.
12-21-2008, 12:03 AM
#24
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damn dude Have you considered Trick Flow/TEA LSX 6 bolt heads?
We're soon to dyno a set on our shop car. LSX 385ci with twin turbonetics HP-72 turbochargers
One thing with cylinder head companies, you have to be careful who your dealing with. Look at their history, look at how issues have been handled in the past. Consider their financial backing, what happens when you have a customer service issue with a one man operation?
I wouldn't base your decision from flow numbers alone
Flaws are inevitable in some cases, it doesn't matter how much you spend, a $216M boeing 747 doesn't run trouble free, doesn't make it a POS, boeing goes back and fixes the issue should one arise.
We're soon to dyno a set on our shop car. LSX 385ci with twin turbonetics HP-72 turbochargers
One thing with cylinder head companies, you have to be careful who your dealing with. Look at their history, look at how issues have been handled in the past. Consider their financial backing, what happens when you have a customer service issue with a one man operation?
I wouldn't base your decision from flow numbers alone
Flaws are inevitable in some cases, it doesn't matter how much you spend, a $216M boeing 747 doesn't run trouble free, doesn't make it a POS, boeing goes back and fixes the issue should one arise.
12-27-2008, 12:33 AM
#27
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Quickly changing my mind on this one. I've been waiting on the lsw heads since I ordered them back in August. I'm giving it two more weeks and if nothing is available I'll take my 7K and run less expensive catherderal port stuff for another year.
12-27-2008, 08:56 AM
#29
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I just want to add my opinion to the cylinder head poll,the etp ls7's have worked very well for us on our 438lsx with a 106mm turbo,made well over 1800 hp on fairly low boost.I believe the all pro's would make very similar numbers-i would say the availability would be my deciding factor if i was building a similar engine.
12-28-2008, 05:51 PM
#30
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I run the ETP 4.1s on my LS-7 based 441 incher. They did take a few weeks to get, and took 4 weeks more when sent back for lighter valvetrain and valve-job.The hold-up was Manley getting the valves to ETP, so other factors in play as usual. The heads are 2 years old and are on my daily driver 9 sec car. I chose them for deck thickness and the fact that I was able to use them on the new stock bottom-end until I finished building the new one. These heads have never let me down and I run the crower stainless shaft rockers. I have hit this motor w/ 250 shot and currently has a 180/150 2-stage that is un-proven at this moment, but I am confident (or just plain cocky
)
) 
01-09-2009, 04:37 AM
#34
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L92 rockers are 1.7 ratio and LS7s are 1.8.They are different.Crower Shaft Rockers are around $1300 retail your choice of Steel or Alum.Also most L92 builds use pushrods close to LS1 size(7.40")Ls7s use over 8" pushrods.Crower will make you anything you want!
06-20-2009, 04:17 PM
#35
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No they are not the same. Jesel and T&D have shaft rockers for the '92 on teh shelf. I went T&D as they were like @ $800 less than the Jesel's. That being said, I am at a cross roads with my setup. I can either sale my rockers and heads and go with a bigger head (like teh All Pro's), or run a smaller cam in my setup. Not too sure that I am gonna put a smaller cam in though
I have found out the hard way that while teh '92 is a great street head, when you start adding ALOT of lift (like .800) ain't gonna happen. No room for a valve spring for that much cam without ALOT of work
So, not too sure what to do, but what I CAN tell you guys is this:I spoke with Richard over at WCCH yesterday, and explained my problem, and have not spent dime 1 with him, and you would have thought I was a regular customer that had spent $1000's of dollars in his place. We were on teh phone for around 1/2 an hour talking bout heads, and my situation, and what I would have to do if I wanted to stay with that much cam and teh L92 heads. So, I can't say enough about Richard's professionalism and the time he spent with me on teh phone. Thanks Richard!
