Originally Posted by DBN

I am running ETP LS7 heads with GM ported LS7 intake and GM LS7 ported TB on my 93 octane N/A 427. It is in a 2000 C5 with A4 transmission and has run (so far) 9.90s at 136+.

Originally Posted by OneQuickCoupe

Now that's strong. Who built the trans??? Congrats on the e.t.

LSX

Originally Posted by tcr98taws6

LSX 454 with Trickflows....like them.

Originally Posted by DBN

I am running ETP LS7 heads with GM ported LS7 intake and GM LS7 ported TB on my 93 octane N/A 427. It is in a 2000 C5 with A4 transmission and has run (so far) 9.90s at 136+.

Originally Posted by 2000_SS

i originally wanted to run a LS7 top end, but changed my mind because it was going to be too costly and agressive for my needs, i.e. titanium valves and all that...i went with the TFS's so i could have more intake options and i toned down the cam to be more street friendly. the TFS heads produce awsome average and peak power. the LS7 may produce more peak in some cases, but they just aren't what i used.

obviously there is a lot of support for TFS on here, but there's nothing wrong the the TSP LS7's. they are a great set of heads, flow well, and aren't too costly if you don't "trick" them out. the only downfall is you have to run a stock intake or sheetmetal or a carb intake...which isn't necessarily a bad thing, it just depends on what YOU are wanting to do with the car.

Originally Posted by Jon@Texas-Speed

I'd like to see some dyno results comparing cathedral port heads to ls7 stock & ported heads. We made 750+ flywheel horsepower in a street 454 LSX with PRC LS7 ported heads. That's more than 50rwhp over any other 427+ cube engine on our dyno. LS7 heads cost $2800 from us & about 200 for ls7 rockers. How does that compare to the cathedral heads?

Originally Posted by Azrael

Funny in your own thread the car with your heads only did 610/540 rw numbers.
https://ls1tech.com/forums/showpost....49&postcount=1


While this car with TFS 235 heads did 624/578 rw numbers:
https://ls1tech.com/forums/showpost....31&postcount=1


There is dyno and condition variance to take into account though.




Lets see your web site has them for $3,409.99 just for the heads configured to run some of the cams we are running... Then again it would be suggested to get a custom ground cam to crutch the exhaust flow numbers as well... That and you are stuck with a stock LS7 intake for that price, while you would have to fork out much more for a sheetmetal intake to take advantage of the CFM from the ported LS7 heads...




Ironically though, with most of the customers that run to big strokers already have some money into their LS1/LS2 cars and since these cars came with Cathedral port heads we already have 90% of the items to run big Cathedral heads. TFS does require the roller rocker setups, but we got ours for much less that $450! Also if you take into account in our case we already had a ported FAST 90/90 setup, roller rockers, and fuel rails/system and wiring harness for the EV1 injectors. I also am pleased to say we got our custom spec'd milled for 11.8:1 compression TFS 245 heads with upgraded springs for $2450 with shipping.




While I agree the LS7 heads have some nice potential, and the heads offered by TSP are freaking amazing for what they are; I also believe you are just a little prone to exaggeration in this post. For instance your heads aren't flowing 400 cfm (very close at .700 lift though!), and that is definately useless with a stock LS7 intake anyway. You need a cam to maximize the LS7's potential, and you need the $880 valves and $730 springs to seriously run anything that is going to push open the LS7's to maximize that higher CFM on the intake side and conversely lesser exhaust flow anyway...

So unless you want $3400 in heads, $2800 in sheetmetal intake and throttlebody, and spend money to upgrade the fueling to feed it, then your comparison in price is just a little skewed.

For the LS7 setup we wanted we would have had to fork out $3000+ more than we paid to be able to feed our LSX 454 into the 620rwhp/550rwtq range with Cathedral port heads and our existing setup.

EDIT: BTW, I am not bashing TSP or Jon at all, they offer a very cost effective nice setup that is a real nice option; and will be even a better option when they release their 6-bolt head version!

Originally Posted by Jon@Texas-Speed

I'd like to see some dyno results comparing cathedral port heads to ls7 stock & ported heads. We made 750+ flywheel horsepower in a street 454 LSX with PRC LS7 ported heads. That's more than 50rwhp over any other 427+ cube engine on our dyno. LS7 heads cost $2800 from us & about 200 for ls7 rockers. How does that compare to the cathedral heads?

PRC LS7 heads with titanium valves $2900
LS7 Rockers $199
LS7 Intake & Fuel Rail $500
TOTAL $3600
Vs.

Aftermarket Cathedral Heads $2600???
Roller Rockers Arms $450
Fast LSx Intake $800
TOTAL $3850

So basically you can build a LS7 setup with 400cfm heads for less money than it takes to buy a cathedral port head & all the stuff to make it work.

We're currently building a large runner tweaked valve angle cathedral head for production, but there's just little chance a cathedral port supports the power the LS7 head can produce.

The only way I see someone pushing a cathedral head over a LS7 style 400cfm head is because they only offer cathdral heads!!

Originally Posted by Azrael

Funny in your own thread the car with your heads only did 610/540 rw numbers.
https://ls1tech.com/forums/showpost....49&postcount=1


While this car with TFS 235 heads did 624/578 rw numbers:
https://ls1tech.com/forums/showpost....31&postcount=1


There is dyno and condition variance to take into account though.




Lets see your web site has them for $3,409.99 just for the heads configured to run some of the cams we are running... Then again it would be suggested to get a custom ground cam to crutch the exhaust flow numbers as well... That and you are stuck with a stock LS7 intake for that price, while you would have to fork out much more for a sheetmetal intake to take advantage of the CFM from the ported LS7 heads...




Ironically though, with most of the customers that run to big strokers already have some money into their LS1/LS2 cars and since these cars came with Cathedral port heads we already have 90% of the items to run big Cathedral heads. TFS does require the roller rocker setups, but we got ours for much less that $450! Also if you take into account in our case we already had a ported FAST 90/90 setup, roller rockers, and fuel rails/system and wiring harness for the EV1 injectors. I also am pleased to say we got our custom spec'd milled for 11.8:1 compression TFS 245 heads with upgraded springs for $2450 with shipping.




While I agree the LS7 heads have some nice potential, and the heads offered by TSP are freaking amazing for what they are; I also believe you are just a little prone to exaggeration in this post. For instance your heads aren't flowing 400 cfm (very close at .700 lift though!), and that is definately useless with a stock LS7 intake anyway. You need a cam to maximize the LS7's potential, and you need the $880 valves and $730 springs to seriously run anything that is going to push open the LS7's to maximize that higher CFM on the intake side and conversely lesser exhaust flow anyway...

So unless you want $3400 in heads, $2800 in sheetmetal intake and throttlebody, and spend money to upgrade the fueling to feed it, then your comparison in price is just a little skewed.

For the LS7 setup we wanted we would have had to fork out $3000+ more than we paid to be able to feed our LSX 454 into the 620rwhp/550rwtq range with Cathedral port heads and our existing setup.

EDIT: BTW, I am not bashing TSP or Jon at all, they offer a very cost effective nice setup that is a real nice option; and will be even a better option when they release their 6-bolt head version!