Daily Driver 434 - Cathedral heads or LS7 heads?
#61
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Sorry, was making my daughter breakfast when I typed that so it was not well worded.
I have his LS7 265 heads. My point was more towards my engine might make more or less power with the heads that are on it but I am not going to swap them to find out. I'm happy with how it runs.
It was a proven combo others had positive experiences with so I modeled after them with only slight variation as mine will spend the majority of its life on the street.
I have his LS7 265 heads. My point was more towards my engine might make more or less power with the heads that are on it but I am not going to swap them to find out. I'm happy with how it runs.
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If you read my thread, Tony says himself the advantages of the cathedrals.
The jist of it is, you will make more torque with the cathedrals with much sharper throttle response off idle to around 4000rpm.
You will also make around 50hp less peak power too.
It's application dependant.
I went with his 245 cathedrals on my 434.
#62
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Originally Posted by bortous
That's better.
If you read my thread, Tony says himself the advantages of the cathedrals.
The jist of it is, you will make more torque with the cathedrals with much sharper throttle response off idle to around 4000rpm.
You will also make around 50hp less peak power too.
It's application dependant.
I went with his 245 cathedrals on my 434.
If you read my thread, Tony says himself the advantages of the cathedrals.
The jist of it is, you will make more torque with the cathedrals with much sharper throttle response off idle to around 4000rpm.
You will also make around 50hp less peak power too.
It's application dependant.
I went with his 245 cathedrals on my 434.
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Double06 (09-26-2020)
#63
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Your heads are pretty much maxed out so you are fully utilising the head.
I wonder if there would be any more power to be had with an even larger camshaft or even a solid roller upgrade.
I'm curious to your engine would do with just a camshaft upgrade.
Theoretically if they are flowing 350cfm you can make up to 700hp give or take.
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Double06 (09-26-2020)
#64
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That's better.
If you read my thread, Tony says himself the advantages of the cathedrals.
The jist of it is, you will make more torque with the cathedrals with much sharper throttle response off idle to around 4000rpm.
You will also make around 50hp less peak power too.
It's application dependant.
I went with his 245 cathedrals on my 434.
If you read my thread, Tony says himself the advantages of the cathedrals.
The jist of it is, you will make more torque with the cathedrals with much sharper throttle response off idle to around 4000rpm.
You will also make around 50hp less peak power too.
It's application dependant.
I went with his 245 cathedrals on my 434.
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Double06 (09-26-2020)
#65
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If we're talking about heads for a daily driver on a 434 I'd recommend ported ls3 heads. Honestly what else would you need in a daily if you're not going to the track or chasing dyno slips. Even though my Chevelle isn't technically a daily, I drive it as much as possible and I'm beyond impressed with how my 434 drives with ls3 heads.
I was on the fence going back and forth between 245 cathedral and aftermarket ls7 heads and I feel that I got a good return in hp vs $ spent.
I was on the fence going back and forth between 245 cathedral and aftermarket ls7 heads and I feel that I got a good return in hp vs $ spent.
#66
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The setup I mentioned that I would like to eventually have would be either lsx or after market block. With a 427 and a big gear driven procharger you will be making more power than any production block is likely to handle long term. Every last cubic inch isn't the bigger concern with boost.
#67
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Most people running 9's or better are going to be building the drive train at some point in time either up front or after they break stuff. I built my drive train for a mid 9 second goal at full weight first before I started on the motor mods.
The setup I mentioned that I would like to eventually have would be either lsx or after market block. With a 427 and a big gear driven procharger you will be making more power than any production block is likely to handle long term. Every last cubic inch isn't the bigger concern with boost.
The setup I mentioned that I would like to eventually have would be either lsx or after market block. With a 427 and a big gear driven procharger you will be making more power than any production block is likely to handle long term. Every last cubic inch isn't the bigger concern with boost.
Every last cubic inch isn't the concern but it costs nothing more to get them. With an LSX block that should carry you into very fast company and well into 4 digit power numbers. We've all seen stock blocks take big power but as you elude to they are on borrowed time. I know of multiple stock internal and cam LS3's that saw 640-700 RWHP and lived for many years as DD's but both were sold full well knowing that sooner or later there would be carnage. lol
#68
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Bit of a mute point the cathedral v ls7 on a larger cube engine. Both will spin the wheels when u get on it... More than enough torque either way
#69
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Nice! I have built a car front to back and wow, what a mistake. lol This time I did back to front and everything suspension wise was done before any extra power was added.
Every last cubic inch isn't the concern but it costs nothing more to get them. With an LSX block that should carry you into very fast company and well into 4 digit power numbers. We've all seen stock blocks take big power but as you elude to they are on borrowed time. I know of multiple stock internal and cam LS3's that saw 640-700 RWHP and lived for many years as DD's but both were sold full well knowing that sooner or later there would be carnage. lol
Every last cubic inch isn't the concern but it costs nothing more to get them. With an LSX block that should carry you into very fast company and well into 4 digit power numbers. We've all seen stock blocks take big power but as you elude to they are on borrowed time. I know of multiple stock internal and cam LS3's that saw 640-700 RWHP and lived for many years as DD's but both were sold full well knowing that sooner or later there would be carnage. lol
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G Atsma (09-27-2020)
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#72
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#73
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So... Mamo'd AFR 245s or BTR'd TFS 245s on a 434?
- I recall a post from Tony Mamo saying that the lowered valve angle would reduce airspeed due to the sharper curve that the air has to go around.
- AFR heads can use stock rockers, TFS require roller rockers, so that adds to the cost.
- I recall a post from Tony Mamo saying that the lowered valve angle would reduce airspeed due to the sharper curve that the air has to go around.
- AFR heads can use stock rockers, TFS require roller rockers, so that adds to the cost.
Last edited by FCar2000TA; 09-27-2020 at 02:31 PM.
#75
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So... Mamo'd AFR 245s or BTR'd TFS 245s on a 434?
- I recall a post from Tony Mamo saying that the lowered valve angle would reduce airspeed due to the sharper curve that the air has to go around.
- AFR heads can use stock rockers, TFS require roller rockers, so that adds to the cost.
- I recall a post from Tony Mamo saying that the lowered valve angle would reduce airspeed due to the sharper curve that the air has to go around.
- AFR heads can use stock rockers, TFS require roller rockers, so that adds to the cost.
i also recall Tony mentioning that the 13.5 degree valve angle is only an advantage if the runner is raised.
So I guess it kind of plays into what you have read too.
Both are great heads at the end of the day.
#76
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I have not seen any dyno or track results with these.
Do they even work with the fast 102 intakes?
#77
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I am a little shy of Frankenstein. One of the smartest LS guys around mentioned to me that none of the Frankenstein 243 heads that he had seen made the kind of power that their specs would corelate to. That gave me a bad taste in my mouth for them. But DAMN, 265cc from cathedrals? For $4k, they better perform better than LS7 castings.
Last edited by FCar2000TA; 09-27-2020 at 04:44 PM.
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JRFed (09-29-2020)
#78
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That's better.
If you read my thread, Tony says himself the advantages of the cathedrals.
The jist of it is, you will make more torque with the cathedrals with much sharper throttle response off idle to around 4000rpm.
You will also make around 50hp less peak power too.
It's application dependant.
I went with his 245 cathedrals on my 434.
If you read my thread, Tony says himself the advantages of the cathedrals.
The jist of it is, you will make more torque with the cathedrals with much sharper throttle response off idle to around 4000rpm.
You will also make around 50hp less peak power too.
It's application dependant.
I went with his 245 cathedrals on my 434.
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DualQuadDave (09-27-2020), rkupon1 (09-28-2020)
#79
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I am a little shy of Frankenstein. One of the smartest LS guys around mentioned to me that none of the Frankenstein 243 heads that he had seen made the kind of power that their specs would corelate to. That gave me a bad taste in my mouth for them. But DAMN, 265cc from cathedrals? For $4k, they better perform better than LS7 castings.
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I am honestly rarely impressed with any ported stock casting. The F110,310, etc are their own castings. Completely different animal. Personally once I know the airflow targets I try to find the smallest port to meet the demands. In my experience they are the best all around performers. I could care less if it is shaped like a square, cathedral, or a dodecahedron
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