Warhawk Makes More Power
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From: Long Island, NY
Our 7X heads are selling well and we have decided to offer them with no valve job as many builders and porters want them that way. We will use the assembled heads in our crate builds when we begin that program. Many guys are buying Warhawk short blocks and heads seperately.
I'm impressed followed this for a while cause I'd much rather have an alum block than an iron LSx. However, although I'm sure you've got your reasons, this is an EFI performance market, and I'd like to see some EFI tests instead of the carb.
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From: Long Island, NY
IF,
Personally, I see your point but speaking for the company here are the reasons we're not at that point yet. We must maximize the use of our three dynos to test all of our "traditional" combinations for SBC, BBC, SBF and the coming HEMI program. We would need to R&D one dyno for EFI systems for these current engines which limits our resources.
Since the debut of Warhawk we've released two head versions for it, the aluminum SBF block and two heads for it and the Hemi and Wedge blocks in iron and aluminum versions. I forgot an aluminum intake for SBF too. Lot of stuff for about a fourteen month period. Just getting to the point of building Warhawk crates has been a high-effort endevour.
We have tested DFI successfully on several SBC and BBC builds and that will become an option for our crate program but that is more like "retro-fit" compared to the LS-style systems to which you refer. I think Bill will commit in time to that style of Warhawk crate but, as I've said in the past, we're just trying to get the parts out to the public right now and we're not a huge company.
Personally, I see your point but speaking for the company here are the reasons we're not at that point yet. We must maximize the use of our three dynos to test all of our "traditional" combinations for SBC, BBC, SBF and the coming HEMI program. We would need to R&D one dyno for EFI systems for these current engines which limits our resources.
Since the debut of Warhawk we've released two head versions for it, the aluminum SBF block and two heads for it and the Hemi and Wedge blocks in iron and aluminum versions. I forgot an aluminum intake for SBF too. Lot of stuff for about a fourteen month period. Just getting to the point of building Warhawk crates has been a high-effort endevour.
We have tested DFI successfully on several SBC and BBC builds and that will become an option for our crate program but that is more like "retro-fit" compared to the LS-style systems to which you refer. I think Bill will commit in time to that style of Warhawk crate but, as I've said in the past, we're just trying to get the parts out to the public right now and we're not a huge company.
Originally Posted by T-Bones Goat
How would you compare the Warhawk LS7X heads to ETP LS7 heads? Which head flows better? Would you reccomend one over the other for forced induction?
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T-Bones.
We don't buy and test our competitors heads vs. our own. Our friends at ET make a quality product that is popular in the marketplace so they must be good.
We also don't recommend any of our competitors products over our own or we would't spend millions making new products.
Disturbed,
The LS1X design is a four-bolt per cylinder design and the 7X is a six. Yes you can put them on the block but 16 stud holes are un-used.
We don't buy and test our competitors heads vs. our own. Our friends at ET make a quality product that is popular in the marketplace so they must be good.
We also don't recommend any of our competitors products over our own or we would't spend millions making new products.
Disturbed,
The LS1X design is a four-bolt per cylinder design and the 7X is a six. Yes you can put them on the block but 16 stud holes are un-used.
With some modest cleanup work in the valve bowls and chambers and a 5 angle valve job, we've arrived at an impressive flow curve for both ports.
Here's a glimpse of how our ports did.
Lift .100"_.200"_.300"_.400"_.500"_.600"_.650"_.700"
Int. 79.3 _162.8 230.2 294.8 336.2 362.9 376.8 386.6
Exh 58.5 _107.2 157.6 200.8 222.9 237.3 245.8 252.5
Test bore = 4.155"
No pipe on the exhaust.
Intake runner volume is 279.6cc
Exhaust runner volume is 109cc
Chambers are 70.5cc
This was not a max effort port job. We didn't touch the rest of the runners. Just focused on the valve bowls and chambers. The heads are going on a 434ci street engine with hyd roller cam. They'll be running the stock LS7 rockers for the time being as no aftermerket ones are available. These heads will make a nice alternative to the factory LS7 heads. It's a beefed up casting and with it's six bolt design should hold up well with power adders.
Nice job Charlie and the World guys have put forth with these heads.
Richard
Here's a glimpse of how our ports did.
Lift .100"_.200"_.300"_.400"_.500"_.600"_.650"_.700"
Int. 79.3 _162.8 230.2 294.8 336.2 362.9 376.8 386.6
Exh 58.5 _107.2 157.6 200.8 222.9 237.3 245.8 252.5
Test bore = 4.155"
No pipe on the exhaust.
Intake runner volume is 279.6cc
Exhaust runner volume is 109cc
Chambers are 70.5cc
This was not a max effort port job. We didn't touch the rest of the runners. Just focused on the valve bowls and chambers. The heads are going on a 434ci street engine with hyd roller cam. They'll be running the stock LS7 rockers for the time being as no aftermerket ones are available. These heads will make a nice alternative to the factory LS7 heads. It's a beefed up casting and with it's six bolt design should hold up well with power adders.
Nice job Charlie and the World guys have put forth with these heads.
Richard
