New 241 Heads: Milled to 30-thousands? Thinner head gaskets?
01-24-2007, 12:52 PM
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New 241 Heads: Milled to 30-thousands? Thinner head gaskets? I don't like the idea of using thinner head gaskets. A guy that I bought my new 241 heads from said that I should have my new heads milled 30-thousandths and use thinner heads gaskets. He told me that'll give my anywhere from 15-30 extra HP.
Wouldn't using thinner head gaskets increase the chance of blowing one?
Wouldn't using thinner head gaskets increase the chance of blowing one?
01-24-2007, 12:55 PM
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Thinner head gaskets are a good thing, they tighten up the quench area of the combustion chamber, which helps to prevent detonation. With that cam you can go with a .040 gasket and .030 off the heads. It will give you some more HP due to the higher compression.
01-24-2007, 01:25 PM
#4
Originally Posted by brad8266
Thinner head gaskets are a good thing, they tighten up the quench area of the combustion chamber, which helps to prevent detonation. With that cam you can go with a .040 gasket and .030 off the heads. It will give you some more HP due to the higher compression.
That's exactly right. With a thinner head gasket, you'll not only have even higher static compression, but the tighter quench will actually make your setup more resistant to detonation. Other than cost, there are few downsides. Piston to valve clearance is always a concern, but the higher compression is generally worth more power under the curve than the loss of potential added duration. Flycutting of course will eliminate those concerns.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
01-24-2007, 01:50 PM
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Originally Posted by Patrick G
That's exactly right. With a thinner head gasket, you'll not only have even higher static compression, but the tighter quench will actually make your setup more resistant to detonation. Other than cost, there are few downsides. Piston to valve clearance is always a concern, but the higher compression is generally worth more power under the curve than the loss of potential added duration. Flycutting of course will eliminate those concerns.
01-24-2007, 02:03 PM
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Originally Posted by JLSain
What is flycutting? Newbie here.
And like was said, the high compression will not really help with peak power, but it will help on the low rpm range like at off idle.
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01-24-2007, 02:55 PM
#8
That's a pretty small cam, I would think that it would fit. It should make strong power with the added compression too.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
01-24-2007, 04:11 PM
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Originally Posted by JLSain
This cam has 4 degrees of timing built into it (109lsa)
does that make any difference?
does that make any difference?
2. All that will do is make all the valve events happen earlier in the crankshafts rotation.
3. If you want to find out how much you can mill max you will want to perform a clay PTV test on the motor. Do a google search on it to find instructions on how to clay it, its pretty easy. I am claying my new setup tommorow.
01-24-2007, 04:59 PM
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That's what I'm thinking too.... I'm guessing that it'll just take a little power away from what you COULD have if you used thinner head gaskets.
01-24-2007, 05:15 PM
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Originally Posted by GR33N GoblinM6
what about having the 241's milled down and using a stock gasket.. is that OK to do?
01-24-2007, 09:07 PM
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Originally Posted by GR33N GoblinM6
ah.. well i already have my stock head gaskets and cant return them since they are opened.. so if the 241's are 67cc.. would it hurt any to take them to say 64cc?
01-25-2007, 09:48 PM
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Originally Posted by GR33N GoblinM6
deciding between the TSP 224.. or the thunder 224... or scoggin dickey has some inhouse cams in that range too.. i wont go over .580 lift.. and wont go bigger than .228
01-25-2007, 11:52 PM
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Originally Posted by GR33N GoblinM6
deciding between the TSP 224.. or the thunder 224... or scoggin dickey has some inhouse cams in that range too.. i wont go over .580 lift.. and wont go bigger than .228
01-29-2007, 02:52 PM
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Originally Posted by brad8266
Thinner head gaskets are a good thing, they tighten up the quench area of the combustion chamber, which helps to prevent detonation. With that cam you can go with a .040 gasket and .030 off the heads. It will give you some more HP due to the higher compression.