shudog

iTrader: (3)

Looking into a budget heads/cam buildup to make around 400hp/400tq using something like a 224 cam for fun on the street. I see alot of the sponsors offer nice deals on ported LS6 heads - what's the advantage of running 5.3L heads instead?

Also, what's the difference between stage 1, 2, 3 when talking about head packages?

brad8266

iTrader: (23)

The 5.3L heads ahve smaller combustion chambers which bumps up your compression.

Stage 1-3 are just the level of porting/polishing. 1 being a basic port job and 3 being a very precise port job.

mxmatt137

The 5.3L heads often flow over 300cfm at a budget price making them an excellent choice for a low cost build up. The advantage is just that, great flow at a low cost. I believe the main reason for the cost difference is the availability of the 5.3L head. As for the different stages, that usually refers to the amount of work done to the head. In other words, stage 1 is the basic head with some CNC work or hand porting. Stage 2, 3, etc. would imply more work and greater performance.

PREDATOR-Z

Stages usualy are relative to the size of the valves running in them, and the degree of porting.
In general: (this may vary from one vendor to another)
Stage 1 are stock valved
Stage 1.5 are 2.02 int and stock exhaust
Stage 2 are 2.02
Stage 2.5 2.04 or 2.055
Stage 3 are 2.08 or bigger (usualy bigger bore as well)

Ace$nyper

iTrader: (8)

Also the smaller conbustion chamber alters flame travel, or am I wrong with wedge head ohvs?

Jordan S.

iTrader: (17)

I've always wondered this too. But you can mill any head to get the combustion chamber size you want to bump compression.

Are they good performing heads compared to a 243 or are they just good bang for the buck?

brad8266

iTrader: (23)

They perform great compared to other heads out there. Bang for buck, no. TEA stage 3 5.3L heads are 2100, not cheap.

Jason 98 TA

iTrader: (4)

We offer the PRC Stg 2.5 5.3l heads for $1199! This package gets you proven performance, dependable air flow, and consistancy that's second to none. We use a Newen single point cutting system to guarantee perfect valve jobs everytime for crazy consistant flow numbers. Checkout a video of the seat & guide machine on www.texas-speed.com in the cylinder head section.

shudog

iTrader: (3)

so... why use 5.3L heads over LS6 heads? Seems like they are priced very similarly...

brad8266

iTrader: (23)

if I had to buy a new head set, it would be LS6's and then just mill them to up compresion. There is no advantage to 5.3's if you mill LS6's. If you dont mill LS6's the 5.3's will yield higher compression due to chamber size.

bad6as

iTrader: (17)

if both are milled to say 60cc wich would have more ptv

227/232 lsk/xer on a 109+0
is that cam being used with mls gaskets

mike#9

iTrader: (3)

The LS6 should.

bad6as

iTrader: (17)

i just dont want to fly cut if the 109+0 wont fit ill get a 110+0

mike#9

iTrader: (3)

What lift cam..that will come into play as well

bad6as

iTrader: (17)

i think its this
228/232 .635/.595

HotWhipT/A

iTrader: (31)

I'm trying to learn too. My understanding is all of said above plus the 5.3s have smaller runners than the LS6's, but flow the same. So, if the LS6's are milled down to where the 5.3's chambers are, the 5.3's should make more TQ because the smaller runners increase the velocity of air. Right? I just want a TSP 228R cam, I won't have any PTV clearance problems....so it seems as the 5.3's are better for me.

Studytime

iTrader: (15)

Guys keep in mind what came out first. The 5.3L head or the LS6 head? The LS6 head has revised D-shaped exhaust ports, a more efficient chamber, better designed runners, AND a decent short side radius to port on.

Ben T.

bad6as

iTrader: (17)

????????

Thimble

iTrader: (2)

What's the advantage to D-shaped exhuast ports?

I've never seen a header with D-shaped tubes or flanges, wouldn't the ideal setup be a port-matched seamless transition between the port and flange?

Sharpe

iTrader: (7)

This, post #10, is the reply to the question.