Phil99vette

iTrader: (11)

Does this mean that no matter how good the cam is spec'd out your final power levels will be determined by the Intake and Heads? Any thinking about it more, with the new cam...nothing was SIGNIFICANTLY changed to get more air into the motor. Its going to be interesting to see how the combo picks up when you add some big flowing heads to the mix.

WKMCD

iTrader: (2)

The cam in there now is radically different than the one you put in during the build and yet not much change in power or curve. The cam that's in there now was chosen based on the flow numbers of the CNC'd heads. It is going to be interesting to see what happens with the new heads. We'll see Monday.

Phil99vette

iTrader: (11)

Your right about the cam being radically different but the intake side is not that much different and where it is different really may actually help. Make sense without getting too specific? The heads will be a very good test.

WKMCD

iTrader: (2)

In addition to flowing a more air in general the heads go from being 330/190 to 345/245 intake and exhaust. It will be interesting.

Quik

iTrader: (7)

but hte L92s already flow well enough for most part but still arent producing numbers like they should

that and some 6.0s are making that power with stock L92s and intake

WKMCD

iTrader: (2)

190 on the exhaust side is VERY weak.

Quik

iTrader: (7)

your right but im concerned about why a LS2 with same heads and intake and lower CR with smaller cam puts almost 500 to wheels when these strokers arent making no where near that

WKMCD

iTrader: (2)

"Touched up exhaust" THe heads that are going on my car on Monday have "touched up exhaust". Let's see if that makes a difference even with the baby cam in mine now.

Phil99vette

iTrader: (11)

How much do the L92 heads flow with an intake on them?

Brian Tooley Racing

iTrader: (13)

I think everyone is missing the boat on the LS7 and L92 combo's simply because you are working with heads that have WAY too large of an intake valve. People talk about the port volume and velocity, but the velocity AROUND the valve is the MOST important part. Heads with smaller intake valves are easier to get the cam timing events correct, the intake valve closing point on these heads is going to be THE MOST IMPORTANT PART of the cam spec process, simply because they will tend to have intake port reversion at the end of the intake cycle. A smaller intake valve will act more like a "check valve" against intake port reversion. This is why the new TFS 225 head made for a 4.00" bore only sports a 2.055 valve, it will actually make power easier then a 2.08 valve. Incidently that tiny valve flows over 280 at .400", the most we have seen from a ported L92 at .400" is 290 cfm and a LS7 is 300 cfm. This is also the same reason you have not seen us jump on the L92 band wagon, because we understood the heads were going to be EXTREMELY hard to cam, and heads that are hard to cam tend to make the company that ports them look bad.

I have an example for you, the guys at ECS built a 447 several years ago with our ported LS6 heads that made 600 RHWP, everyone called BS, but with an unskilled driver the car ran 138 MPH on motor. They recently built a 447 with LS7 heads and it makes 520 RWHP, they will be replacing those heads with some new TFS big bore units that are almost finished, we are shooting for 290 cfm at .400" with only a 2.08 valve.

Good luck with your combo.

WKMCD

iTrader: (2)

Brian,

I'm really more interested in doing something interesting that squeezing out every last HP. If that was the case I certainly would have gone with one of the "proven" setups out there. So far, I'm finding it pretty interesting.

SideStep

When r u going to dyno??? (with your temp setup....)

edcmat-l1

iTrader: (10)

I could agree with that. I wouldnt mind seeing someone drop the intake size to say, 2.1 and increasing the exhaust valve size .050 or .060. Dont know if thats doable based on the size of the exhaust port, bowl shape, yada, yada.
I mean, the intake valve is almost what a BBC factory square port valve is (2.19) and those used to be considered BIG back in the day.

2c5s

iTrader: (11)

I know of two specific n/a 441 ci stock port LS7 cars in the high 500 rwhp range. Another 427 stock LS7 port w a 238 cam in the mid 500's. You're using one example with mediocre results.

2c5s

iTrader: (11)

Quote:
Originally Posted by 2c5s
I saw the heads, you'll like them!!! Mine are coming off shortly to have Richard run his program through them. While they are off, I have a set of AFR 225's and a FAST 90 left over. They will get bolted on while the L92's are being ported. No other changes, C.R. will be the same. A nice little comparo.


Hopefully the next couple of weeks. I have a engine swap starting today in another "v" that will take a little time waiting for a engine mount fabrication.

WKMCD

iTrader: (2)

All the hardware is moved over to the CNC'd heads. We may have numbers later this afternoon.

SideStep

cool...

2c5s

iTrader: (11)

WKMCD

iTrader: (2)

Racetronics fuel system is on. Heads are back and going on. Very likely some preliminary numbers this evening if Ed can get it done. He's working hard on this one! :thumbs:

Really cool logo on the heads:


Exhaust port opened up: (stock on the bottom)


Offset rockers:

Brian Tooley Racing

iTrader: (13)

The point of my discussion was to reiterate that big flow numbers from heads with big intake valves generally does not equate to big power numbers. Of course a lot of computer software shows the bigger valves making more power, but does not work out in real life.

Sorry to high jack, what you guys are doing here is VERY COOL

Richard is a great guy, good luck again, and get those numbers posted up