So many factors that can affect the results. I still prefer cathedral ports for a naturally aspirated big bore, big cube build. Low to mid power/torque would be a kick in the guts with plenty up the top end. One thing's for sure, there's gonna be heaps of fun if the car is a 6-speed manual...
Catheds were never intended for a 427 with a Holley intake. Need the same test on a 6.0L. Also there is head port volume to ci or cyl volume relationship to consider in this comparison.
Not only did the ls3 head outperform the cathedral port but it also did it with the same cam profile before the ls3 heads were put on...cam cut specifically for the ls3 head would have shown even more power
LS3 heads all the way baby. The only guys you really see claiming the cathedral port heads are better are the guys that are invested in selling them and the guys that bought them. The aftermarket companies spread their misinformation about the cathedral ports being better because they don't want to lose their market share to $250-$750 a pair OEM heads.
@@tronsmart2185 Not true. The LS3 heads may perform better on the dyno but in the real world they don't especially in street driving. They are way more responsive and have more under the curve power. I am betting too the torque curve off idle to 4000rpm will be far stronger on the trickflow but they didn't show that.
Mr Mysterious so a near 700 hp engine and you are worried what it would do on the street. I would take the much more power everywhere and use the converter. No way these two engines the cathedral port motor is quicker anywhere
The power differences are minor but I am betting the trickflow head will be a hell of a lot more responsive and have have a much stronger torque torque curve off idle till the red line. Because the trickflow is more efficient I bet it will be faster too.
Dont forget GM went from a 4l80e to a 6l90e trans with a alot lower gear set to help the bottom end loss. Also VVT came with the rectangle port head motors.
That trickflow head should be making close to 700hp. Clearly these guys don't know how to properly set up this head. The track results also show the 245 head accelerates the vehicle faster than the majority of LS3 setups.
@@guntherdadson5046 I don't know about you, but I use my car for many other things, and use the entire tpm range. And for some people, power under the curve is just as important, for a street car.
@@ls87gbody thanks for the help buddy. The graph is from clearly showing gains from there up but it doesnt show the full picture. I'm sure it lost under 5000rpm.
@@03c5z it does lose quite a bit under 5000rpm. What the dyno can't show is how much more responsive the cathedral ports are and also in any part throttle applications for the street the cathedrals will be significantly better. Square ports heads are only good under WOT.
So many factors that can affect the results. I still prefer cathedral ports for a naturally aspirated big bore, big cube build. Low to mid power/torque would be a kick in the guts with plenty up the top end. One thing's for sure, there's gonna be heaps of fun if the car is a 6-speed manual...
Catheds were never intended for a 427 with a Holley intake.
Need the same test on a 6.0L. Also there is head port volume to ci or cyl volume relationship to consider in this comparison.
Not only did the ls3 head outperform the cathedral port but it also did it with the same cam profile before the ls3 heads were put on...cam cut specifically for the ls3 head would have shown even more power
I've seen tests like this before and the rectangle port always performs better on the dyno.
LS3 heads all the way baby. The only guys you really see claiming the cathedral port heads are better are the guys that are invested in selling them and the guys that bought them. The aftermarket companies spread their misinformation about the cathedral ports being better because they don't want to lose their market share to $250-$750 a pair OEM heads.
@@tronsmart2185 Not true. The LS3 heads may perform better on the dyno but in the real world they don't especially in street driving. They are way more responsive and have more under the curve power. I am betting too the torque curve off idle to 4000rpm will be far stronger on the trickflow but they didn't show that.
Mr Mysterious so a near 700 hp engine and you are worried what it would do on the street. I would take the much more power everywhere and use the converter. No way these two engines the cathedral port motor is quicker anywhere
@@tronsmart2185 Its still uses a huge port and valve to flow as much air as a CNC'd cathedral would do with ports 40-45cc smaller.
@@trixnhoez2964 witch tells velocity
The power differences are minor but I am betting the trickflow head will be a hell of a lot more responsive and have have a much stronger torque torque curve off idle till the red line.
Because the trickflow is more efficient I bet it will be faster too.
Did you see the same graph the rest of us saw for this motor?
@@danielcantrill3104 yes and I bet the track times will in favour to the trickflow as it is a more efficient head
If the ls3 heads were shitty on the low end, GM would probably not use them on their 364 truck motors. My 6.0 will be wearing a pair of 821s
Dont forget GM went from a 4l80e to a 6l90e trans with a alot lower gear set to help the bottom end loss. Also VVT came with the rectangle port head motors.
245’s all day for a street car. ls7 style heads all day for a race car.
That trickflow head should be making close to 700hp.
Clearly these guys don't know how to properly set up this head.
The track results also show the 245 head accelerates the vehicle faster than the majority of LS3 setups.
I have found LS3 heads are a bit lazy on smaller motors, they really shine on 408 or bigger. Just my .02 cents.
Who runs 9:8 compression with that?
Brian Tooley did a test with a FAST 102 and his trickflow 245 head on a 454 and he made 710hp.
My bet is that it's built for boost on both engines.
@@ddn79 no that was NA
Why are you only showing above 5k rpm?? What do the curves look like from, say, 2500rpm up to what you are showing?
You’re racing people at 2500rpm?
Idk about you but I race people above 5000rpm
@@guntherdadson5046 I don't know about you, but I use my car for many other things, and use the entire tpm range. And for some people, power under the curve is just as important, for a street car.
Hows the power under 5,000?
Look at the dyno graph
@@ls87gbody thanks for the help buddy. The graph is from clearly showing gains from there up but it doesnt show the full picture. I'm sure it lost under 5000rpm.
@@03c5z it does lose quite a bit under 5000rpm.
What the dyno can't show is how much more responsive the cathedral ports are and also in any part throttle applications for the street the cathedrals will be significantly better.
Square ports heads are only good under WOT.
26hp... Big deal, not enough to worry about.