446ci with LS7 Heads
Originally Posted by Haans249
Hello Everyone!
I'm having a 446 ci LS2 Darton Sleeved at a 4.16bore/4.1stroke built over at MizFit Motorsports! I've got to say, that Taylor over there is ONE HELL OF A GUY. I've also been working with SLED28, and he is a real stand up guy as well! I would highly recommend going to these guys for any of your build requirements!!Where shooting for 650 to the wheels on this setup, which I feel will be doable with the ci, and LS7 topend.
Thanks!
Adrian
I'm having a 446 ci LS2 Darton Sleeved at a 4.16bore/4.1stroke built over at MizFit Motorsports! I've got to say, that Taylor over there is ONE HELL OF A GUY. I've also been working with SLED28, and he is a real stand up guy as well! I would highly recommend going to these guys for any of your build requirements!!Where shooting for 650 to the wheels on this setup, which I feel will be doable with the ci, and LS7 topend.
Thanks!
Adrian
Originally Posted by Katech
Stock LS7 intake @ .600: 362 cfm
Katech LS7 intake @ .600: 366 cfm
Stock LS7 intake @ .750: 330 cfm
Katech LS7 intake @ .750: 383 cfm
We use PSI springs and Katech titanium retainers.
We found no gains across the board from porting the exhaust. Any small gains we made on the bottom end changed the top end and vice-versa.
Katech LS7 intake @ .600: 366 cfm
Stock LS7 intake @ .750: 330 cfm
Katech LS7 intake @ .750: 383 cfm
We use PSI springs and Katech titanium retainers.
We found no gains across the board from porting the exhaust. Any small gains we made on the bottom end changed the top end and vice-versa.
are those numbers for the LS7 head intake runner or the LS7 head with intake manifold bolted to it?
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From: Dallas
Originally Posted by Katech
Stock LS7 intake @ .600: 362 cfm
Katech LS7 intake @ .600: 366 cfm
Stock LS7 intake @ .750: 330 cfm
Katech LS7 intake @ .750: 383 cfm
We use PSI springs and Katech titanium retainers.
We found no gains across the board from porting the exhaust. Any small gains we made on the bottom end changed the top end and vice-versa.
Katech LS7 intake @ .600: 366 cfm
Stock LS7 intake @ .750: 330 cfm
Katech LS7 intake @ .750: 383 cfm
We use PSI springs and Katech titanium retainers.
We found no gains across the board from porting the exhaust. Any small gains we made on the bottom end changed the top end and vice-versa.
Staging Lane
Joined: Jun 2006
Posts: 68
Likes: 0
[QUOTE=Haans249]Hello Everyone!
I'm having a 446 ci LS2 Darton Sleeved at a 4.16bore/4.1s
Hi Hans
what are you using for intake manifold? i got a pair of ls7x here, and i have
had them for a while now, and cant use them cus i have no mani.
and where did you buy rockers, or did you use gm´s?
DoC
I'm having a 446 ci LS2 Darton Sleeved at a 4.16bore/4.1s
Hi Hans
what are you using for intake manifold? i got a pair of ls7x here, and i have
had them for a while now, and cant use them cus i have no mani.
and where did you buy rockers, or did you use gm´s?
DoC
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Thread Starter
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From: Fort Worth, TX
I'm using GM's rocker arms, and you can pick up the intake manifold/fuel rails from SDPC2000.com...one of our sponsors, they have the best prices.
Are your heads fully assembled with valves/rocker arms?
Adrian
Are your heads fully assembled with valves/rocker arms?
Adrian
Originally Posted by Haans249
I'm using GM's rocker arms, and you can pick up the intake manifold/fuel rails from SDPC2000.com...one of our sponsors, they have the best prices.
Are your heads fully assembled with valves/rocker arms?
Adrian
Are your heads fully assembled with valves/rocker arms?
Adrian
are the LS7 pushrods, lifters any different than LS1/LS2/LS6 ones? if they are different what size, specs they have?
thanks.
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Alright everyone, I have been getting close to a final choice on some cam specs, but I can't decide which lobes to go with and with what comination!
Here is what I was originally thinking (with help from Patrick G, thanks man....this is not his exact specs as he wanted to use LSK lobes, but with the LS7 1.8 ratio rockers, would just have too much lift...), so...
242 XFI/ 258(possibly 262 w/.659 lift) XER .657/.655 Lift w/1.8's on a 111+3 LSA
with my 11.6 SCR will yield a DCR of 8.6 on this setup. I will be running 93+ octane at all times (we even have 94 here in Michigan), so knock shouldn't be a problem.
Now, Pat mentioned that the XFI lobes have been known to have valvetrain issues on the larger durations, so I've been thinking about going with the XER lobes all the way...but I would love the extra benefit of the extra 2* at .2" lift that the XFI provides over the XER lobes. Of course, if I could run the LSK lobes, I could run a higher dur at .050 and not sacrifice the DCR due to less dur off the seat, hence the possibility of much more power.
I'm going to be running the super lightweight Ti retainers from Katech (totally kickass), and the lightweight PSI springs from them as well. They are of course going to also be shimmed and prepped properly, and are good to .7 lift.
With the extra light weight valve train, do you think that the LSK or XFI lobe on the intake would be a good choice? Or should I just stick with the XER lobes and have an extra stabile valvetrain, because the gain from the LSK or XFI wouldn't be worth the danger if there is any?
Thanks a lot!
Adrian
Here is what I was originally thinking (with help from Patrick G, thanks man....this is not his exact specs as he wanted to use LSK lobes, but with the LS7 1.8 ratio rockers, would just have too much lift...), so...
242 XFI/ 258(possibly 262 w/.659 lift) XER .657/.655 Lift w/1.8's on a 111+3 LSA
with my 11.6 SCR will yield a DCR of 8.6 on this setup. I will be running 93+ octane at all times (we even have 94 here in Michigan), so knock shouldn't be a problem.
Now, Pat mentioned that the XFI lobes have been known to have valvetrain issues on the larger durations, so I've been thinking about going with the XER lobes all the way...but I would love the extra benefit of the extra 2* at .2" lift that the XFI provides over the XER lobes. Of course, if I could run the LSK lobes, I could run a higher dur at .050 and not sacrifice the DCR due to less dur off the seat, hence the possibility of much more power.
I'm going to be running the super lightweight Ti retainers from Katech (totally kickass), and the lightweight PSI springs from them as well. They are of course going to also be shimmed and prepped properly, and are good to .7 lift.
With the extra light weight valve train, do you think that the LSK or XFI lobe on the intake would be a good choice? Or should I just stick with the XER lobes and have an extra stabile valvetrain, because the gain from the LSK or XFI wouldn't be worth the danger if there is any?
Thanks a lot!
Adrian
Originally Posted by Abdullah
are those numbers for the LS7 head intake runner or the LS7 head with intake manifold bolted to it?
Originally Posted by Abdullah
btw, can i use LS1 headers on my LS1 camaro with the LS7 heads? or i will need custom headers?
Originally Posted by kumar75150
Hey Jason, do you guys sell the heads seperately or do they have to be a part of one of your longblocks?
Wow, an lsk with a 1.8 rocker sounds a little scary to me and i'm not totally sure the xfi would work out either. More spring pressure then normal would definately be something desired here. The only people that are going to be able to answer this for you are going to be very hard to get a hold of but basically you need to speak to some of the higher ups at comp. Mark Cambell is a good one as well but since he works for Crane I doubt he'll have anything to say about these comp lobes. The comp higher ups seem to only want to speak to engine builders though so hopefully you have an engine builder which has some wieght over there. When every body and their brother told me that my solid xe street roller lobe would not work with the 1.95 ratio rocker I have I had my engine builder (Erik at HK Enterprises) call up and speak with the higher ups which indicated i'd be just fine.
Hans, i'm sure you've contemplated this already but is a switch to a solid totally out of the question? I see more rpm and more power everwhere with a solid in your future
Hans, i'm sure you've contemplated this already but is a switch to a solid totally out of the question? I see more rpm and more power everwhere with a solid in your future
Thread Starter
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Hahaha, thats exactly true. I'm going to stick with the XE-R lobes for now, and after "deployment" I'll probably start messing with the engine again...
As far as a solid roller...that maybe in my future, it would'nt be a very difficult transition, but for now, funds are low so its a "no go" haha.
So the verdict is I'm going to be sticking with the XE-R lobes, so I'll be running a 242/258, but I'm going to call comp and see what higher dur XE-r lobes are options for the exhaust..
Thanks for the suggestions everyone, Jason/Tom at Katech, SLED28, Patrick G, Taylor, you've all been great help so far...so I'll let everyone know how it all works out!!
Best Regards,
Adrian
As far as a solid roller...that maybe in my future, it would'nt be a very difficult transition, but for now, funds are low so its a "no go" haha.
So the verdict is I'm going to be sticking with the XE-R lobes, so I'll be running a 242/258, but I'm going to call comp and see what higher dur XE-r lobes are options for the exhaust..
Thanks for the suggestions everyone, Jason/Tom at Katech, SLED28, Patrick G, Taylor, you've all been great help so far...so I'll let everyone know how it all works out!!
Best Regards,
Adrian
Originally Posted by Haans249
You are right, 255 is the highest they'll go on the XER side, just got off the phone with them....
what option did you use on your exhaust?
what option did you use on your exhaust?
Cam Motion has one that I'm currently running in a 402. It's working very well so far. It made 477rwhp/482rtq through stock catback and ET245s. And I do drive it on the street. It's not bad.
And this is an A4/12 bolt w 4.10s
valve open = 19.4 BTDC
centerline = 109.5 ATDC
valve close = 58.1 ABDC
duration = 257.5 CRANK DEG
lobe lift = .38059 IN.
valve lift = .647 IN.
lobe area = 33.12 IN * DEG
EXHAUST
valve open = 70.8 BBDC
centerline = 117.5 BTDC
valve close = 16.4 ATDC
duration = 267.3 CRANK DEG
lobe lift = .36634 IN.
valve lift = .62278 IN.
lobe area = 33.31 IN * DEG
And this is an A4/12 bolt w 4.10svalve open = 19.4 BTDC
centerline = 109.5 ATDC
valve close = 58.1 ABDC
duration = 257.5 CRANK DEG
lobe lift = .38059 IN.
valve lift = .647 IN.
lobe area = 33.12 IN * DEG
EXHAUST
valve open = 70.8 BBDC
centerline = 117.5 BTDC
valve close = 16.4 ATDC
duration = 267.3 CRANK DEG
lobe lift = .36634 IN.
valve lift = .62278 IN.
lobe area = 33.31 IN * DEG
Last edited by crb99ws6; Jun 28, 2006 at 05:20 PM. Reason: forgot