Which would give the most HP gain on a LQ4 6.0. Ls1,ls2,ls3,or ls6?
01 Z28 LQ4
Ls3/ls7
EDIT: if you're willing to pay $2k for some of the highest quality ported heads, I recommend talking to these guys. They have some of the best CNC'd heads around: http://proheads.com/
EDIT: if you're willing to pay $2k for some of the highest quality ported heads, I recommend talking to these guys. They have some of the best CNC'd heads around: http://proheads.com/
I disagree with the LS3 heads. I would agree that they make a much better power increase over a stock 241 head, but a properly ported cathedral port head is better. The LS3 heads have big intake valves which, in a 4.00" bore application, will put them close to the cc wall and the cylinder bore and hurt the power. On a flow bench, this will not show, bolted to an engine, it will. If it were me, some 243 heads worked by either the company Zex listed above or Advanced Induction. The WCCH guys as linked above are damn good at what they do, my ultimate head setup would be AllPro heads ported by WCCH, if it wasn't a $5k+ setup :lol:
Stupid question, but will all of these heads use the same headers? I am buying headers for my 6.0 but will be swapping heads in the future. Don't want to buy 2 sets of headers...
243 or 799 they are the same thing I've seen a 243 on one side and 799 on the other on a brand new truck from the factory some say the 799 have a little more casting in them but I've heard this go both ways
Blank94, you should be good. The LSx ports should all the the same.
I've always been under the assumption that LS3 > LS2 heads. If thats wrong then so are all of the GTO guys who are putting down 500+ hp through the LS3 top end.
I've always been under the assumption that LS3 > LS2 heads. If thats wrong then so are all of the GTO guys who are putting down 500+ hp through the LS3 top end.
Sorry, I have never messed with ls stuff. I mean sbc headers are different than bbc headers. So I was wondering if all ls and lq motors used the same headers. If I knew that all the cylinder heads were the same (exhaust port wise) I wouldnt have asked. But I didn't know that all ls and lq heads were the same. Thanks for the help, and the criticismZexGX said:
Alright, ole SnIpEz will break it down for ya'll.
The LS3 has a big 2.165" intake valve, which has it flaws for the reason I mentioned above largely, but there are other flaws to the LS3 head that do not let it work as well as a potent cathedral port head/intake setup.
First of all, I'll start with basic flow numbers talk. Put a set of ported LS3 heads on a flow bench vs a set of ported 243s or an out of the box AFR/TFS cathedral port casting. In many many cases, the LS3's will flow even more on the bench than either. Spec a camshaft out to match each of those 3 sets of heads perfectly, with an LS3 intake vs an LS6, and see how different the numbers are. The cathedral ports will put down more power, every time, and not by just a couple of horsepower. The gains can be relatively substantial, all things considered. The large intake valve on the LS3 also makes it very prone to overlap events that in the end will kill peak power.
F-body guys and GTO guys have had great success because overall, they are a good head, they're cheap and they are in stock for stock form, better than 243s. They definitely have their place in the performance world, but a cathedral port setup with a good port job, valve job and a well spec'd cam will out do a similarly worked rectangular port setup.
As for the impression about valve shrouding not being an issue on 4" bore motors, call up some well known head porters/manufacturers, search the internet, ask some engine builders who REALLY know LSx engines. Most of them will tell you the same.
The LS3 has a big 2.165" intake valve, which has it flaws for the reason I mentioned above largely, but there are other flaws to the LS3 head that do not let it work as well as a potent cathedral port head/intake setup.
First of all, I'll start with basic flow numbers talk. Put a set of ported LS3 heads on a flow bench vs a set of ported 243s or an out of the box AFR/TFS cathedral port casting. In many many cases, the LS3's will flow even more on the bench than either. Spec a camshaft out to match each of those 3 sets of heads perfectly, with an LS3 intake vs an LS6, and see how different the numbers are. The cathedral ports will put down more power, every time, and not by just a couple of horsepower. The gains can be relatively substantial, all things considered. The large intake valve on the LS3 also makes it very prone to overlap events that in the end will kill peak power.
F-body guys and GTO guys have had great success because overall, they are a good head, they're cheap and they are in stock for stock form, better than 243s. They definitely have their place in the performance world, but a cathedral port setup with a good port job, valve job and a well spec'd cam will out do a similarly worked rectangular port setup.
As for the impression about valve shrouding not being an issue on 4" bore motors, call up some well known head porters/manufacturers, search the internet, ask some engine builders who REALLY know LSx engines. Most of them will tell you the same.
While all your fancy numbers and acronyms are deff convincing,... try tellin people on an LSx performance forum that their LS3 top ends were a waste of money. They'd most likely flame you and call you a newb
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