317 heads power potential?
01-22-2017, 04:48 PM
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317 heads power potential? Trying to plan out my 6.0 build and I'm wondering what the power potential of the stock 317 heads in naturally aspirated form if I have them CNC ported. My plans are using the stock crank with Eagle rods and Mahle pistons and shooting for 11.5:1 compression. Nitrous is a possibility too.
thanks!
Dan
thanks!
Dan
Last edited by Dan.Chevelle; 01-22-2017 at 08:36 PM.
01-22-2017, 08:42 PM
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What is the rest of your combination and horsepower goals?
01-22-2017, 08:50 PM
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Here is my build thread, I am hoping for 440/415. https://ls1tech.com/forums/generatio...-eps-mamo.html
01-22-2017, 09:01 PM
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01-22-2017, 09:24 PM
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FWIW
As I understand, In theory a properly ported 317 or 243/799 head can flow about 325 to 330 cfm which is in theory enough to support about 725 hp NA at the flywheel. However, most of the popular intake manifolds don't allow for that full air flow and reduce it by 20 to 60 cfm.
I seem to recall seeing online a few cars with 243/799's making about 550 at wheels.
I've read that the Wegner NASCAR spec engine with Wegner ported 243/799 heads made about 585 to 595 wheel hp which seems reasonable spining to 8,000 -8,200 rpm in a prepared race car/truck.
As I understand, In theory a properly ported 317 or 243/799 head can flow about 325 to 330 cfm which is in theory enough to support about 725 hp NA at the flywheel. However, most of the popular intake manifolds don't allow for that full air flow and reduce it by 20 to 60 cfm.
I seem to recall seeing online a few cars with 243/799's making about 550 at wheels.
I've read that the Wegner NASCAR spec engine with Wegner ported 243/799 heads made about 585 to 595 wheel hp which seems reasonable spining to 8,000 -8,200 rpm in a prepared race car/truck.
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01-23-2017, 07:27 AM
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FWIW
As I understand, In theory a properly ported 317 or 243/799 head can flow about 325 to 330 cfm which is in theory enough to support about 725 hp NA at the flywheel. However, most of the popular intake manifolds don't allow for that full air flow and reduce it by 20 to 60 cfm.
I seem to recall seeing online a few cars with 243/799's making about 550 at wheels.
I've read that the Wegner NASCAR spec engine with Wegner ported 243/799 heads made about 585 to 595 wheel hp which seems reasonable spining to 8,000 -8,200 rpm in a prepared race car/truck.
As I understand, In theory a properly ported 317 or 243/799 head can flow about 325 to 330 cfm which is in theory enough to support about 725 hp NA at the flywheel. However, most of the popular intake manifolds don't allow for that full air flow and reduce it by 20 to 60 cfm.
I seem to recall seeing online a few cars with 243/799's making about 550 at wheels.
I've read that the Wegner NASCAR spec engine with Wegner ported 243/799 heads made about 585 to 595 wheel hp which seems reasonable spining to 8,000 -8,200 rpm in a prepared race car/truck.
01-23-2017, 09:00 AM
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LS-7 Camshaft with a Hendrick Head Hi, you may have other concerns BEFORE you would install a Hendrick head.
First, I like a High Swirl port good for combustion quality.
This head is better for low speed, under 5000 RPM, engine performance.
There will be a higher BSFC with the 317 head in lower speed running, good for lower fuel consumption.
The camshaft LSA would be a DIFFERENT choice for each head.
A Hendrick head choice could use MORE Intake Valve Lift due to the fitment of the larger valve.
What is your cam LSA ?
Lance
First, I like a High Swirl port good for combustion quality.
This head is better for low speed, under 5000 RPM, engine performance.
There will be a higher BSFC with the 317 head in lower speed running, good for lower fuel consumption.
The camshaft LSA would be a DIFFERENT choice for each head.
A Hendrick head choice could use MORE Intake Valve Lift due to the fitment of the larger valve.
What is your cam LSA ?
Lance
01-23-2017, 10:49 AM
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Hi, you may have other concerns BEFORE you would install a Hendrick head.
First, I like a High Swirl port good for combustion quality.
This head is better for low speed, under 5000 RPM, engine performance.
There will be a higher BSFC with the 317 head in lower speed running, good for lower fuel consumption.
The camshaft LSA would be a DIFFERENT choice for each head.
A Hendrick head choice could use MORE Intake Valve Lift due to the fitment of the larger valve.
What is your cam LSA ?
Lance
First, I like a High Swirl port good for combustion quality.
This head is better for low speed, under 5000 RPM, engine performance.
There will be a higher BSFC with the 317 head in lower speed running, good for lower fuel consumption.
The camshaft LSA would be a DIFFERENT choice for each head.
A Hendrick head choice could use MORE Intake Valve Lift due to the fitment of the larger valve.
What is your cam LSA ?
Lance
01-23-2017, 02:46 PM
#11
Dan Chevelle, your welcome.
Stock LS3 heads can flow around 320 cfm peak and good mid flow as well. Ported they can flow 365+ cfm. They do have more potential.
My 91 RS Camaro LS1 383 made 465 rear wheel hp with an older (2003-2004) set of TEA Stage 2.5 LS6 heads. Many people have made 450+ with ported LS6 type heads.
Stock LS3 heads can flow around 320 cfm peak and good mid flow as well. Ported they can flow 365+ cfm. They do have more potential.
My 91 RS Camaro LS1 383 made 465 rear wheel hp with an older (2003-2004) set of TEA Stage 2.5 LS6 heads. Many people have made 450+ with ported LS6 type heads.
01-23-2017, 11:34 PM
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Dan Chevelle, your welcome.
Stock LS3 heads can flow around 320 cfm peak and good mid flow as well. Ported they can flow 365+ cfm. They do have more potential.
My 91 RS Camaro LS1 383 made 465 rear wheel hp with an older (2003-2004) set of TEA Stage 2.5 LS6 heads. Many people have made 450+ with ported LS6 type heads.
Stock LS3 heads can flow around 320 cfm peak and good mid flow as well. Ported they can flow 365+ cfm. They do have more potential.
My 91 RS Camaro LS1 383 made 465 rear wheel hp with an older (2003-2004) set of TEA Stage 2.5 LS6 heads. Many people have made 450+ with ported LS6 type heads.
