I don't believe an SBE EVER made 800 with ANY head!

 

Come on John…everyone knows that Frankenstein heads can make 800 wheel. Lolzzz

 

The LSX heads I mentioned above made 24 RWHP MORE than the Greg Good ported heads I pulled off...I sold the Greg Good heads to a guy in Colorado that said they WASTED the Frankenstein heads, see the text below where he references "the reported heads" as the Greg Good heads that I sold him....why would he lie!!!

 

Soooo, can you share more info on the DR CFE heads... Also what were the Greg Good heads base casting? Stock LS7 or? Killer stuff, I'm thinking about not selling my LSX block.

 

I have a sneaking suspicion we may have already spoken on the phone just based on the fact you mention specifically my Stg 2 heads (the most popular configuration I sell them in).

BUT.....in the event we have not spoken previously, I would really like the opportunity to discuss this with you over the phone and explain the strengths of the product I offer and how well that might fit your application etc.

My cell number is 661-714-1317.....best times to get me is late in the day (3 PM to 10 PM PST)

Also, Grinder, Showdog, 84TA406 and others that had positive things to say about my products and customer service....I just wanted to thank you for taking the time to post in here,

Cheers,
Tony

 

The LSX Darin Morgan heads back to back made 704 RWHP on my stock bottom end LS7 shortblock compared to the Greg Good Stock ported LS7 castings that made 680 with a 102mm TB. I just modified my Sheetmetal intake to accept a 112mm TB and the power bumped from 700 to 718 RWHP!

The LSX heads are 2.25" intake and 1.60" exhaust (both titanium valves!) set up for 0.800" lift and are setup for solid roller with crower 74107F shaft mounted roller rockers. They have 59.2cc chambers for ~ 13:1 compression that I run on pump gas with a splash of TORCO.

The flow numbers are pretty incredible:

 

​​​​​Thank you for the info, your car has always been impressive. Which sheet metal intake you running? Can't wait to see the CID heads👍

The fact that those heads don't fall off at all, all the way to 1.000in lift is amazing.

 

John,

First off I have followed your journey with this engine (and car) for years and kudos to you for all the time you have invested and how far you have taken it.

Major props and congratulations on what you have achieved

What I offer below is simply meant to share some cylinder head tech and to get some people to potentially think about things from a different perspective.

The flow numbers you have posted are very solid (Im a big fan of Darin Morgan's work also) but are definitely indicative of a porting program designed for high lift flow (at the expense of low and mid lift flow which just goes with the territory).

This is probably a 50 degree seat angle is my guess.....maybe even a 52 degree seat angle (the flow curve kind of gives it away).

A steeper valvejob (valve seat angle moving higher than 45 degrees) is how you get an intake port to keep climbing like that at the higher lifts but it does come at a price in the terms of reduced numbers through the low and middle part of the curve

Here are intake numbers from my Stg 2 LS7 head (my mid priced LS7 head) aimed at HR cams in the mid to high .600 range (.640 - .675) or low lash solid roller cams in the low .700's for guys chasing even more and willing to adjust valves

LIFT.....CFM
.200......154
.300......241
.400......308
.500......356
.600......390
.650......402
.700......408

I won't disclose what seat angle I actually use....only that it's a custom profile I designed (not 45 deg) and that it works excellent for the intended usage I just described which covers 90% of the customers I speak with.

The area under the curve is very strong and it still flows over 400 CFM at a very usable lift point (its 402 as early as .650 lift).

Also this head is only 265 cc's so the airspeed and efficiency is extremely high. Darin Morgan would definitely appreciate that as he is another porter that pays attention to that crucial metric.

Airspeed if just as important as CFM.....some would argue more especially in certain applications.

Anyway....that's my quick input here and if I my product wasn't one of the two questioned by the OP I probably wouldn't have chimed in but seeing it was, I wanted to share some pertinent info about my LS7 heads that my potential customers should be aware of.

Posted some pics of my Stg 2 heads below for the folks not familiar. They are 100% CNC ported and then further optimized by hand to perfect all the critical transitions that's impossible for a CNC head to get perfect via machine (CNC gets you 90% there and that's if its a really good CNC program).

This is helpful in allowing me to achieve the numbers I do thru such a modest sized port and that's done to chase even more airspeed which improves EVERY performance metric you could think of (peak power and TQ, throttle response, part throttle sharpness, even fuel economy).

Catch you guys later

-Tony

 

How big is the runner on the LSX head?

 

The important number is the runner velocity which peaks at 309-fps. When I asked Darin about port volume, his response was:Thanks Tony, you certainly have a great head there and you're right, these LSX heads are setup for MAX EFFORT solid roller for those that want to run a nice quiet high lift tight lash solid roller. My cam spec's in at just under 0.800" lift specifically to take advantage of the higher upper lift CFM which is how the 700+ RWHP is possible. It's also unfortunate that unlike the Dynojet chassis dyno, which is DEADLY accurate, (my car produced 704, 698 & 700 RWHP w/ 102mm TB) on 3 different Dynojet's in two different states but the same can't be said for SF-600 flow benches...they typically vary significantly due to operators not having them always calibrated and thus "flow number shopping" becomes almost irrelevant unless the head has been dyno tested...I know that you stay on top of your stuff.

And quiet frankly, for a "mild street build" (sub 700 RWHP, hydraulic cam max 7500 RPM) I'd probably recommend your heads, for those that want to push the limit, as evidenced by the power output, the titanium valves (which today cost $3k+ alone), enable shifting at 8K RPM, the LSX heads stand alone! The LSX are setup for reliable, EXTREMELY STABLE, strong next to zero deflection shaft rockers (which zi am including), whereas your heads utilize standard OEM or aftermarket OEM style rockers.

And it looks like half a header tube on your exhaust test port lol!

 

I figured you were running alot of lift John!!

Regarding the header tube I want to simulate real world conditions as much as possible....more beneficial for port shape R&D and more of a "true" number when it comes to advertising. I see some guys flow testing with short straight pipes (I call them cheater pipes) and your only kidding yourself if your using that type of pipe for any type of R&D efforts.

I make all my own flow tubes and have different size primary pipes for different engine families based on what head Im testing and what size header that customer is likely to be using (or should be using) . I create a turn immediately off the header flange just like any typical header is likely to have and another turn down below that to simulate more real world conditions. By that time the air gets thru the 2nd turn and straightens out heading to my pipe exit (about 15" off the port flange), the air is completely "collected" and flowing in a laminar fashion thru the tube....the shorter the pipe or the closer you get to the exhaust port the less true that statement becomes.

-Tony

 

Thanks, John Beck built the intake, he was literally a legend! I will.be packaging the intake with heads when I put them up for ssle. And yes. The "ultimate" cylinder heads NEVER fall off in flow!

 

I want to reiteratre that you will not find better customer service that you will find from Tony. Most vendors sell you your stuff, and are done. Tony always answers questions, has inputs and advice, and stands behind his products 100%.

 

I have an old FED program on TFS casting and they do make big power on my SBE 6.2l. Made 605rwhp to the wheels on 91oct, remote tune, backyard build. I would buy again!!

FED answered all my Qs and provided links and flow chart, even if I bought em 'used'.

Some stuff are way pricier and do not perform as much as FED IMO.

 

Agree on Tony. Only business owner I've ever talked to at 10:00 PM, at least from the customer end. I had an unusual issue with my OEM LS7 heads that, though I did find the issue myself, Tony and I talked daily about it and he helped me a lot. I'll also say that the combo I have now with one of his custom cams not only makes 10 more peak hp than the old combo, it does so with less overlap, and is also up 25 hp and 20 lb/ft torque until I got within roughly 1,000 rpm from peak. It feels like a different car.....

 

How big of a solid roller? What RPM are you turning?

 

All this talk about flow #'s and RWHP, I wanna know who has the fastest flow bench or dyno..👀

 

239/253 680-664 112. I run 1.8 ratio rockers so it's 720/702 lift.
7200ish peak power. 7900 limiter.