STOCK LS3 Heads/Intake Combo or P&P 243s/LS2 intake?
10-19-2011, 08:49 AM
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STOCK LS3 Heads/Intake Combo or P&P 243s/LS2 intake? Wondering which is the better combination for an LS2 block?
Would the p&p 243 combo with ported ls2 intake make more power than stock ls3 heads and intake?
Would the p&p 243 combo with ported ls2 intake make more power than stock ls3 heads and intake?
10-19-2011, 09:43 AM
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I hear some people talk about the LS3 setup not meant for the 4" bore size on the LS2 and that properly ported 243's are better.
Is this just marketing by sellers of 243's?
Is this just marketing by sellers of 243's?
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10-22-2011, 03:42 PM
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I went with LS3 heads / intake for my 2007 C6 I thought about the same thing over and over, and got CNC portes LS3s. I believe only the LS1 guys dont have that option as ls3 heads dont fit on their small bores, but LS2 has same clearance as ls3 as far as PVT goes and no problems with small bore sizes to fit.
Think about future upgrades, if you ever go top mount blower, you would not want to be buying the cathedral port model.
Plus it meant I get more CC's for my boosted applicatoin
I do beleive however that cathedral port design is better for low end and midrange power band cuz of the smaller CCs vs. flow. however, just add more timing down low and mid range. I believe LS3 computers have about 8* more timing in certain lower areas to compensate.
The issue with cathedral port design I think is the intake, if you want to make good power, I read you need the FAST intake, which are way too much money, its cheaper to get LS3 heads/intake combo.
You can run a bigger and nastier cam with cathedral port, so thats why some guys on here make similar power as LS3 setup, cuz on the shortblock, where the LS3 heads win with better intake/port ie. flow numbers, they miss out on cam selections due to PVT (piston to valve clearance) the LS2 compensates by allowing a larger cam and due to a smaller CC port, it will give you similar drivability with a bigger cam.
Now in the future if you ever do the bottom end, the LS3s will win hands down in my books because no longer would they be limited by PVT.
For Boost, I believe LS3s will just win period, cuz too big a cam on boost and you'll just bleed it off.
Hard to say, but I chose the LS3 route, and bought new GMPP CNC ported heads. I haven't bolted the setup on yet, waiting for timing chain and few other things to arrive.
I want a smooth idle car that makes great power on boost (while super smooth) and is kind cool, so went iwth LS3 setup and ZR1 LS9 cam.
Hope this helps you in making a decision.
Think about future upgrades, if you ever go top mount blower, you would not want to be buying the cathedral port model.
Plus it meant I get more CC's for my boosted applicatoin
I do beleive however that cathedral port design is better for low end and midrange power band cuz of the smaller CCs vs. flow. however, just add more timing down low and mid range. I believe LS3 computers have about 8* more timing in certain lower areas to compensate.
The issue with cathedral port design I think is the intake, if you want to make good power, I read you need the FAST intake, which are way too much money, its cheaper to get LS3 heads/intake combo.
You can run a bigger and nastier cam with cathedral port, so thats why some guys on here make similar power as LS3 setup, cuz on the shortblock, where the LS3 heads win with better intake/port ie. flow numbers, they miss out on cam selections due to PVT (piston to valve clearance) the LS2 compensates by allowing a larger cam and due to a smaller CC port, it will give you similar drivability with a bigger cam.
Now in the future if you ever do the bottom end, the LS3s will win hands down in my books because no longer would they be limited by PVT.
For Boost, I believe LS3s will just win period, cuz too big a cam on boost and you'll just bleed it off.
Hard to say, but I chose the LS3 route, and bought new GMPP CNC ported heads. I haven't bolted the setup on yet, waiting for timing chain and few other things to arrive.
I want a smooth idle car that makes great power on boost (while super smooth) and is kind cool, so went iwth LS3 setup and ZR1 LS9 cam.
Hope this helps you in making a decision.
10-23-2011, 06:07 AM
#9
Link to info: https://ls1tech.com/forums/dynamomet...p-446rwtq.html
Nice PatG combo. 460rwhp/446rwtq
- 6.0L LS2 out of an 2005 Vette,
- Stock L92 heads
- LS3 intake manifold w/90mm TB and stock MAF.
- 1-7/8" American Racing headers with dual cats.
- The cam is a Comp LSL lobes, 223/231 .610/.617 113LSA +4 advance
- Patriot Extreme dual valve springs.
Nice PatG combo. 460rwhp/446rwtq
- 6.0L LS2 out of an 2005 Vette,
- Stock L92 heads
- LS3 intake manifold w/90mm TB and stock MAF.
- 1-7/8" American Racing headers with dual cats.
- The cam is a Comp LSL lobes, 223/231 .610/.617 113LSA +4 advance
- Patriot Extreme dual valve springs.
10-23-2011, 10:52 AM
#11
Nice numbers. I have 243s I plan on sending to TEA and hopefully put on a 417LS3
10-24-2011, 10:12 PM
#13
Ls3 heads seem to be a decent value if going FI, I will go with Trick Flow 225's on my LS2 when the time comes.
I put down similar numbers with my cam only setup Vs a guy that went with LS3 heads and a G6X3 cam here in STL, we both have a 2006 C6 (LS2) and use the same tuner/same dyno.
2 words....port velocity
I put down similar numbers with my cam only setup Vs a guy that went with LS3 heads and a G6X3 cam here in STL, we both have a 2006 C6 (LS2) and use the same tuner/same dyno.
2 words....port velocity
10-24-2011, 10:52 PM
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A worked set of 243/799's actually flow almost the same as a stock l92/ls3 heads, But costs more $. It makes no sense to put the money into 243's if you can run ls3/l92's, for the same cost you can get ported ls3/l92's.
