crakhead

iTrader: (7)

To cut to the chase i did a search, but did not find the info i was looking for.

I am trying to get some heads for my LS2 GTO and i am heading in the LS3 direction.....but now I've stumbled on to a set of #863 Caddy LSA cyl heads.

what does it take to make these heads work with an LS2.

Is worth it?

Or should i wait for a set of LS3 heads?

rsz288

They are pretty much the same as LS3 except for the LS7 like swirl fin in the intake. Plus machined for larger headbolts?

crakhead

iTrader: (7)

So all I'll need to bolt on a set of these heads on my LS2 are some longer, or larger diameter head bolts, and an LS3 intake.....correct me if I'm wrong please....

Does ARP make the head bolts in question?

Thanks for the assistance rsz288...

1CAMWNDR

iTrader: (21)

You'd need your block drilled and tapped for the larger head bolts. Just get the L92 or LS3 heads. You might be able to use the smaller head bolts/studs with the larger holes in the LSA heads, I don't know.

Hans Grüber

iTrader: (2)

LS9 fin, the LS7 does not have it.

http://corvetteactioncenter.com/spec..._pursuit6.html

rsz288

The LS7 and LS9 swirl fins are not exactly the same (..like...), but the LS7 heads I have in front of me, like many we have had through, do have a cast in swirl fin and no bump for the spring seat in the port roof. Based on the LS9 photos, that fin looks a little more aggressive than the LS7 "fin".

Whether the LS9 fin is any help on a non S/C car, who knows. It may simply be there to get the air flow spiralling more vigourously at higher S/C airflows in an effort to reduce detonation potential, and/or emissions, as well as power.

If the bolt hole on the LS9 head is similar in diameter to the regular LS head bolt holes, maybe stock bolts would be fine. Otherwise the bolt head interface may be marginalised.

EDIT: Just read that CAC article through again. Its been a while since that was first digested. Thanks Hans G for dropping the link in. It notes that in a NA engine that the LS9 swirl fin/s would be a restriction, whereas with S/C not. ("not" = something that is easily overcome by liberal amounts of boost )

69LT1Bird

iTrader: (1)

Check with a dealer to verify but this is from Motor Trend and I saw it one other place.

"The lower combustion-chamber pressures mean the Cadillac version of the engine can get by with less-expensive components, such as cast-aluminum pistons, regular powdered-metal forged connecting rods, and 11mm cylinder-head bolts instead of the forged pistons, titanium rods, and 12mm bolts used in the ZR1 version, for example. The CTS-V also gets by with regular wet-sump lubrication in place of the ZR1's race-face dry-sump system."

WKMCD

iTrader: (2)

I don't think the head bolts/studs are going to be an issue. The head is located by dowels on either end of the heads. As long as they are the same size, you should be fine.