Patron

This is what I mean when I say I piece stuff together. Also some stuff some may not know, as not everyone leaves tech and goes to YB,Speed Talk etc.....

Pro Elite™ LS7 P-Port (w/o Valve Job/Unfinished Runners) Bare Aluminum Cylinder Head
Part Number: 54500
$625.61 times two =around $1300

From 2013 on YB.....Cost to port heads is around $1100 So $2400 bucks or so total for complete bare heads.

FRH/FED 289cc port with a 2.200 intake valve and 1.600 exhaust flowed on a 4.125 bore

Intake flow 4.125 bore
.200/158
.300/245
.400/306
.500/357
.600/388
.700/410

Exh. Flow without a pipe.
.200/117
.300/170
.400/214
.500/234
.600/245
.700/251

Big FRH/FED port 306.5cc 2.250 intake valve and 1.600 exhaust Valve
Intake Flow
.200/160
.300/244
.400/310
.500/365
.600/393
.700/411
.750/420
We also offer a solid roller head that is 308cc that has a 2.250/1.600 valves that flows 438cfm on intake and 269 on the exhaust @.820. That head has Ports designed for high rpm and bigger camshafts. It also has a 50 degree valve job.

Che70velle

iTrader: (6)

Patron, that price is from 13’. Still good?
What will it cost you to setup the castings with valves, springs, valve job, etc? You have valves already?

Patron

No that price from FED or FRH I can say as a mini spokesman is up to date...Most heads they do are around $1100 for any casting as long as you provide the casting. I haven't purchased these heads as I'm still trying to find what I'm looking for in a block 4.200+ bore size. To set up heads isn't much if you know who to deal with FRH/FED does the Cnc port work and valve seats if I'm not mistaken.

I'd do as I always do Buy my own heads & valves, the PAC springs that's needed .750 -.800 lift. I did the same thing with FED/FRH factory Ls3's stage 1 heads. Cost for heads and Cnc program was around 350 for heads with 1100 for Cnc . Pac -1238X springs ran about 400 and some change and Manley Race flo hollow stem valves and regular exhaust valves. It didn't cost that much for valve job and the assembly. Now I did have custom guide plates made as I went to a larger stud for Comp Cams adjustable rocker arms with larger trunion kit to match* ER Racing teachings. Altogether I was in around 2400 to 2500 with a head set-up for .738 lift. Add rockers and it was like $2900 with the best in parts I picked besides the heads being factory. I get some stuff wholesale from Jim and I know Shawn @ .fastlanehouston. You just cheat or buy stuff as money comes in. Good thing is I know everyone and will make a friend ...Win Win. I'm looking at blocks at the present moment not worried about heads. If you didn't know I made my own Ls7 small bore heads from Pro Comp castings done by Darin Morgan.

Patron

Oh btw I love cylinder heads and researched most to all Cnc programs for Ls heads by all vendors. Even the guy who did yours being Tony. Went and found the invoice for the heads being put together ....I have a folder with all $ spent and work done.

Cut and grind guide plates
Weld guide plates
Valve job with some lapping of valves
Check and set springs
R&R for larger trunions kit
CC one chamber
new guide plates and valve seals parts bought
Assembled total with new guide plates and seals was $551.19

KCS

iTrader: (20)

I don't think I'm wrong; it is just simple math. The bores are supposed to be on a 4.4" bore spacing. At 4.185", that only leaves .215" between the cylinders. The thickness they're listing MIGHT be at the minor or major thrust areas, but it wouldn't be accurate to call that the minimum wall thickness.

Patron

KCS I know you know!!!!!! I'm gonna call and say or ask this just like you typed it, not stating it but in a asking type of way. If your right.....I'll just stick to the 408 and save some coin. Damn it's Cold in the Houston. I can't see how anyone lives up north and use to this $#!+. I can deal with 108 degrees with the heat index not 27 with a, it feels like 22 with the wind chill.Heat it up.

Patron

He did the math and said the walls with a 4.220 bore would leave .090 wall thickness. 4.40 - 4.22= .18 divided by 2 to leaves 0.090 for wall thickness... I get and got you now. KCS how'd you feel about .090 for wall thickness.

KCS

iTrader: (20)

I wouldn't put big power to a .090" wall block, but in this case it should still be .180". The .180" shouldn't be divided by two.



That's plenty for most NA applications IMO. The 6.0L iron blocks are less than that from the factory, plus they're a weaker material.

big hammer

4.220 bore hmmm

A.R. Shale Targa

iTrader: (2)

FOUR HUNDRED AND FIVE point TWO SEVEN EIGHT inches...

Patron

Thanks KCS for that!!!!

Patron

Talk about getting kicked when your down....With all the funerals last month, I'm driving and this lady just jumps on her breaks for No reason and I slam into the back of her basically totaling my FAVORITE car. I know it being a 2002 Cavalier doesn't sound like much but that car was a great car over 200K and never had a problem from it. None @ ALL, hell it still ran and drove before I sent it to the scrap yard. Even drove it 5 miles home with a empty radiator and didn't run hot. DAMN! 25-30 mpg gonna miss that. Now it's back to the Explorer EB just put a battery in it after a or 4 year retirement. I'm gonna or gotta to get me another Cavalier.

blk00ss

iTrader: (66)

So you was following too closely? That sucks. And it didn’t show you running hot because the sensor didn’t have any fluid to read lol.

Patron

Sensors still worked* car was cold when I scrapped it but came up to temp*, yeah I was kinda close but she never put on any turn signals or anything. It's cool I'll find another one for 2k or under. Just have to put off on the Dart block for now. I've got a lot of other things going on besides a wrecked car. As Darth said on a text Luckily I've got a spare ride. Sent him photos of the car and the spare ride.

Patron

Had a idea for guys wanting to have the runner replacement for the FAST Ls7 intake like the Ls3. Read a little bit of the thread and remembered it. Was a idea.... Ole ER aka: WE TODD DID posted and .......it's a idea for guy's or do the right thing with the MSD while saving some coin. Was good in theory.

https://store.custombuiltmotors.com/...-adapters.html

https://ls1tech.com/forums/generatio...-adapters.html

Patron

Woke up this morning thinking about a Ls7 intake and decided to look around. As I know Flying had a Ls2 402 went to a Ls3 416 with the same cam & heads but change in intake from a Ls3 Super Vic to a CID intake and made 13hp from the change. I understand the CID is better, yet the added 14 cid from 402 to 416 played a part also. And I've read 20+ hp from the change, must be high end stuff with lots of RPM and Lift.LOL! So I was looking at the CID EFI intake which runs $1k so I came up with a little something... But stumbled upon this. Same engine & cam only thing changed was heads and one used Carb and the the other EFI 4150 & 4500 TB. TFS Ls7 heads vs Mast 280 Ls3 heads. So funny it made the same HP. CSA comes into play not CFM when choosing heads for a given CID. As most will tell you the carb typically makes more HP* yet they ran the Holley 4500 with EFI. Some reading for you guys. More HP with the larger runner and a slight bump in TQ for the smaller runner.

TFS Gen X 260 LS7 heads 4500 Carb with EFI:
Equipped with the Mast intake, the peak numbers jumped to 666 hp at (the same) 6,700 rpm and 582 lb-ft of torque at 5,200 rpm

Mast Ls3 280cc heads: 4150 TB from FAST
With the throttle body in place, we ran the 427 in anger to the tune of 669 hp at 6,600 rpm and 574 lb-ft at 5,300 rpm.
Mast Ls3 heads: 4500-series Accufab TB,
The power output of the Mast-headed 427 rose to 681 hp at 6,600 rpm and 578 lb-ft of torque.

TFS:
http://www.powerperformancenews.com/...pose-mast-lsx-
intake/
MAST:
http://www.powerperformancenews.com/...tle-body-test/

Patron

Found what me was looking for..
You guy's may remember the Ls3 head shoot out:
In the form of the 468-inch stroker used previously for the LS3 head test (Feb. ’11 issue). The motor features a Darton-sleeved aluminum LS block, a Lunati 4.25-inch stroker crank, K1 forged connecting rods, Wiseco forged flat-top pistons, a healthy Comp Cams hydraulic roller (0.624-inch lift, 255/271 duration at 0.050), and CNC-ported LS3 heads from Procomp. A Holley HP EFI system combined with a set of Holley 75-pound injectors fed by an Aeromotive pump handled the fuel. The Holley management system included a dedicated harness that plugged into factory coil packs, injectors, and sensors. The motor was run sans accessories, so a Meziere electric water pump was used for cooling. The American Racing headers have 1-7/8-inch primaries feeding 18-inch collector extensions, and a Milodon oil pan (with windage tray) was filled with 5W-30 synthetic oil from Lucas Oil. We ran the test ourselves at Westech Performance on the SuperFlow 902.

With Pro Comp heads and MAST intake made:
Peak power: 718 hp at 6,900 rpm
Peak torque: 623 lb-ft at 4,900 rpm
Cost is $1200+ and the CID EFI Ls7 intake is $1K

With the Holley High Ram and 102 TB:
Peak power: 713 hp at 6,900 rpm
Peak torque: 614 lb-ft at 5,100 rpm
http://www.hotrod.com/articles/hdrp-...***-ls-hi-ram/


Would have posted this earlier but had to research a few things and send J. Marcella a PM on YB, about a higher placement injector & cost on the Holley found one with no EFI for $400. Also John B has shown this with Holley vs Mast and 700rwhp but here's another example. I like the idea of a 4500 TB on top .

blk00ss

iTrader: (66)

So they dyno’d it with a Hiram and a mast intake but didn’t try the CID??

Patron

I'm glad you posted as I had something to tell you..... on your ? the answer is No. The High Ram read and Mast were both old reads from HRM. Look at the Born on Date of the article for either, and the CID was not made yet. But I wanted to tell you that with the injector placed higher or done as a carb setup with better fuel atomization it's worth 10 hp on a 578 hp Ls1. Twin 650 carbs vs twin 4150 1000cfm TB's that made 568 hp so with more HP a greater gain also if a bigger TB or carb was to be used more HP just get the fuel coming from where it needs to be coming from Higher in the runner. Look @ the SAM 440 injector placement. I really like the CID intake yet, I like and love to do 1 off stuff and think of how I can get it done cheaper.

So placing the injector higher in the CID intake would be around $1100 with $775 being the base price with the normal Ls7 CID intake non 2 piece. So I stayed up all night looking and researching on a cost effective way to do things while still in the search of HP with a little 408. Tick has the High Ram base non EFI for $400 typical bungs & rails being done cost around $450 and *Injector placement is my main thing.* I've got a trick idea for the top. Holley part# 300-220 for $117.00 Hi-Ram Intake Top Flange Designed for when fabricating a sheet metal top for the Hi-Ram Base. With a Pro-Filer's Series P/N: 192 Single Tunnel Ram Intake top Plate for $200. I know a few instructors at a few welding schools. I did ask Mr. Marcella what he thought of this or would it be better to run the CID Ls7 intake with EFI. I really like the CID intake so it's a no lose situation. Only that the 2 piece EFI is kinda high and porting the Holley base is so easy.

BE 4.0 LS7 INTAKE MANIFOLD. 9.24" DECK. 4500 CARBURETOR. 2 PIECE
CID Heads : $1060.00 still need injectors higher in the runner so add $450 = a Mast intake or $1500 bucks. Just little tricks I try to come up with. They have the Super Vic Ls7 intake but I don't want this as I've got the same intake just for a Ls3 4500. I will Never port another intake. I see why they charge so much for porting. But if all else fails CID EFI with normal EFI. But placement is key. Still no sleep watching the FB Playoffs.

blk00ss

iTrader: (66)

The only reason I asked about the CID is because in your last post you randomly through in the cost of the CID intake but had no results for it. Very confusing as usual. And **** the NFL.