No way it made 700rwhp NA.
This is high end ls7 territory.
Were these heads reworked?
If that is right that is nuts.

 

Yes sir they have been worked over just as Tony do those AFR heads. Remember.... mph and e.t doesn't lie.

 

That is just mental.
I didn't think that would be possible through a 245cc runner and on a 427 engine.
But there you go.
Tony also reckons the solid roller upgrade is worth about 10-15rwhp also which is a bonus.
But that TFS headed engine was running a hydraulic roller.
And i'm doing the same thing to my engine.
I hope I don't get a fright.

 

I know solid rollers make more power but since im kinda a basic mechanic i like hydraulic roller setups. Its really what Tusky pays close attention to....

 

BMF!

That car obviously went on one hell of a diet!

 

That's understandable.
After hearing the sound difference with a solid roller on my engine last week I don't want to go back to a hydraulic.

 

3070 lbs

 

Thats one bad MF

 

Greg Good ported the heads for Coleman Roddy. That car is a beast

 

If you are basing power from sound you need to go to hospital and get checked out. You are thinking wrong.
Peter, take a 224 basic ls1 cam for example.


Cam number one giinded by Comp cams.

Cam number two grinded by Cam motion.

Cam number three grinded by Crane cams.

Take all three cams on the same Exact specs on duration, lift, lobe separation angle and each cam will give you a different sound.....

 

Lol.
You didnt understand what I meant.
Let me rephrase.
The solid roller SOUNDED the best out of every camshaft i have ever heard installed in my engine.
I never mentioned you can hear the extra power..
How can that be when the solid made less power than before if you remember my post with my previous engine.
That's just nuts.
Hospital time for you!

 

i have wet dreams to this car!! Just show gentlemen trickflow cathedral port are no joke out of the box and worked!

 

And another example...

http://www.superchevy.com/features/g...wicked-results

 

I don't know about you guys but I find it very frustrating working up top in the 4th Gen Fbody due to the air conditioning system and general engine compartment. I'm able to set valve lash from up top but I haven't done a spring swap yet. I'm still a ways off from when that day comes and I'll be dreading it until that day which is the price you pay for running an aggressive cam. I'm currently running a hydraulic but Steve with CamMotion spec'd a LLSR for me. Is it like a night and day difference in the performance between the hydraulic and solid?

 

Yeah when you start turning 7500 rpm plus rpm

 

Not taking away anything from what you said or from that car, but just to be fair that whole car was an extreme all out effort. He had the best of the best in it from front to back. I actually saw this car for sale on racingjunk .com last year and he said he had 30k USD just in the engine with proof/receipts, which surprised me. And it had a lightweight 12 bolt gm rear end and I think lightened th350 from memory. So it wasn't your typical run of the mill build put together with off the shelf parts type build. But yes it goes to show how well the cathedral head design can work when someone puts the right effort and knowledge into them.

And the other link posted to Chris1313 's silver 02 Camaro.. that car is again proof how well cathedrals can work on a not as radical build. That car went 9.8's in the 1/4 mile, heads/cam still sbe ls1. Only Texas Speeds heads/cam sbe ls1 Camaro was quicker with a 9.6 in the 1/4 mile. Again they were cathedrals.

My old HSV went 120mph in the 1/4 mile n/a with cnc 5.3 cathedrals at 3700lbs with so much not sorted out or perfected. It still had stock ported tb, stock ls6 intake, only 1 3/4 headers, all factory accessories. No ewp nothing. I was later told by some guys in VIC (I lived in SA at the time) that had tested this back to back at calder that just removing the rear wing on the HSV's was worth a whole 2mph in the 1/4. I still had my rear wing on there. My whole car was very standard except for the few driveline mods. You do the math in a 3150lb car... then add things like fast intake, bigger tb, ewp, bigger headers, harder hit converters and even more stall rpm (mine was only a 4000)...... you can see how good cathedral heads are no joke.

 

I feel your pain. There was just no way I could leave the cowl on my 94 knowing that it was a car I will be modifying, changing engine combinations etc. So I cut out my cowl in one piece when I did the ls conversion, and I fabbed it so it bolts back in when needed, and the wipers go back in and work like standard. It is something that is not very difficult to do, if your engine is removed and you are competent using a 4" angle grinder. I don't want to hijack bort's new thread again too much with all the specifics, but his threads seem to get most of the discussion on here lately. I wrote about it in more detail and pics in Darth's build thread if you want to consider doing it.

The next thing I need to do is get a removable pin on fiberglass hood, not only for the weight benefit but because I've found the hood struts on these cars are also totally in the way of leaning over the engine from the side because the engine is set so far back the struts get in your way.

 

Not quite accurate.
A solid is generally more responsive everywhere which is something you can't measure on a dyno.
It also revs quicker and cleaner too.
In the case of the LLSR even small solids hold peak torque from 3000rpm all the way to 6000rpm in an LS3 when Kip from Cam motion put one in his corvette.
Hydraulics have come a long way but you are right about seeing the most hp gains from 7500rpm+ with a solid.

 

Ah yes that makes sense.
An all out effort would certainly be required to reach that power figure.
If i ever go to the track it may be a good idea to remove my rear wing too.
Already have an EWP too 102mm throttle body so everything should be pretty well matched.
I have always wanted to try a set of cathedral heads for years especially the AFR as this was the first aftermarket brand I was aware of.
And now everything is coming together and am using what I originally wanted to try.
If I wasn't in contact with Tony, there is a chance I probably would have went with a set of trickflows from Brian Tooley.
By the way that LS3 top end from old engine has been sold (except the intake) and the guy is coming to pick it up next weekend.
I have a 3k AUD parts list I need to pay the builder for

 

Going to LS3 heads over a good set of cnc'd cathedrals was a backwards move especially in the weight of a VZ R8. My first rule is I don't listen to most aussie so called "experts" on N/A LS setups. Do your own research based on combinations you see working well, just like mickeyinks that posts on here did. He must be at a near honest 800hp flywheel n/a, streetable setup. Which in my opinion is considerably badass for an LS with still a forward facing plastic intake and that doesn't have a huge 800+ lift barely streetable solid roller in it. LS7 heads are superior to typical 15deg LS3's, it's not just 20hp up top. Whoever implies that is wrong. 1/4 mile times which is the true measure of how a car accelerates, not just dyno numbers, I have seen many LS7 combinations do what typical 15deg LS3 heads can't.

Your LS3 heads probably made your engine feel lazy which is an LS3 heads trait, that's why they work better in all-out race combinations from what I've seen, light car, big converter, lots of rear gear, etc. . I think your LS3 heads might have made you paranoid that LS7 heads will have similar characteristics, which I don't believe, especially mamo's 265's. But either way if Tony says you will have 700hp and a killer mid-range and part throttle, you will have it. (from what I've seen his stuff works)