Heads
05-20-2011, 11:41 AM
#21
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Advance Induction is a company that can CNC port your 243s. Another outstanding company that can CNC port your 243s is TEA-Total Engine Airflow. You do not need oversized valves with the CNC work. Stock sized valves with a TEA CNC porting would see 320cfm at .600 lift on the intake. Your intake manifold will be the bottleneck. A minimum of a ported LS2 intake manifold would be the best bang for the buck addition to realize the full potential of the heads and intake. For $1000, TEA will port the heads, shave the head surface for 62cc's, install PAC beehive springs, and "rebuild" the heads. I'm sure AI has a similar deal. A ported LS2 intake is probably going to run $350 with a core exchange through FasterProms. If you were to buy the L92 heads off ebay, you would AT LEAST have to send them out to have them checked, and I thin the combustion chambers are larger than the OEM 243s, which would reduce your static compression ratio, but I am not absolutely sure about the L92 combustion chamber size.
05-20-2011, 12:46 PM
#22
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I do not know if the clearances would be ok for the Thottle Body/Air Cleaner/Radiator.
Don't forget:
MP112 = 1.8L vs TVS 1.9L
MP122*= 2.0L vs TVS 2.3L
But the newer Design 6th Gen has 4 Lobe rotors vs 5th Gen 3 Lobe.
*not available
05-20-2011, 01:54 PM
#23
Not everyone has the money for a full setup for a Maggie. I got all my stuff pretty cheap and my installer has really good labor prices so it's almost next to none. I understand that a Maggie is the way to go. Maybe later. But I made a thread about heads. Not a Maggie. Thank you to everyone who has given me insight about hat I asked for
05-20-2011, 02:47 PM
#24
Only one person suggested you go for a maggie. A maggie was brought up by me in reference to the cylinder heads you were going with. Go with what you like and what you can afford 
. I was just making the connection between our head design and blower limitations.
Best of luck in your mods!
. I was just making the connection between our head design and blower limitations.Best of luck in your mods!
05-20-2011, 08:43 PM
#26
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AND... cnc does not also stand for computer controlled porting program. You can use the same CNC mill to port your heads to desired volume as well as your combustion chambers.
Here is a link for some additional information one engine cylinder head combustion chamber cubic centimeter volume in regards to static compression ratio.
https://ls1tech.com/forums/advanced-...ume-vs-cr.html
05-20-2011, 09:27 PM
#27
He's right though in that it essentially is a computer controlled porting program/machine. Porting is a generic term that over time people have associated with cylinder head runners, but the way the terminology is used (in terms of removing metal/making the area larger) you can "port" your combustion chambers. Think "I ported them out".
And you don't HAVE to have you heads milled to derive a specific volumetric measurement within your combustion chamber. If you simply "port" them you'll still have a specific volumetric measurement. You only have to deck them if you increase the size of your combustion chamber but want to retain the same compression ratio.
I figured if we were getting THAT technical then we should keep it specific.
And you don't HAVE to have you heads milled to derive a specific volumetric measurement within your combustion chamber. If you simply "port" them you'll still have a specific volumetric measurement. You only have to deck them if you increase the size of your combustion chamber but want to retain the same compression ratio.
I figured if we were getting THAT technical then we should keep it specific.
05-20-2011, 11:33 PM
#29
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It depends on the heads and any work done to them. If I ever get head work I wouldn't buy a new set, I would send mine to landspeed and have them work there magic.
http://www.landspeedheads.com/LandSpeed/flow.html I would expect to gain about 30rwhp
http://www.landspeedheads.com/LandSpeed/flow.html I would expect to gain about 30rwhp
05-20-2011, 11:44 PM
#31
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It's gonna be close, with an intake manifold shouldn't be a problem hitting 450. Going to have to get somewhat aggressive on the cam, not bad though. Should be around 40/50-cam, 30-head work, 25/30-headers. So with that manifold it should make some good power, the stock manifold is gonna start to choke the motor.
05-21-2011, 07:44 AM
#38
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Also, to the OP, I am under the impression one of the pluses of the LS3 heads is that the LS3 intake is a lot better than the LS2, and not particularly expensive compared to something like a FAST for the LS2.
05-21-2011, 07:51 AM
#39
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Best to have a cowl hood, but there may be other issues with placement.
I do not know if the clearances would be ok for the Thottle Body/Air Cleaner/Radiator.
Don't forget:
MP112 = 1.8L vs TVS 1.9L
MP122*= 2.0L vs TVS 2.3L
But the newer Design 6th Gen has 4 Lobe rotors vs 5th Gen 3 Lobe.
*not available
I do not know if the clearances would be ok for the Thottle Body/Air Cleaner/Radiator.
Don't forget:
MP112 = 1.8L vs TVS 1.9L
MP122*= 2.0L vs TVS 2.3L
But the newer Design 6th Gen has 4 Lobe rotors vs 5th Gen 3 Lobe.
*not available
However, there is a lot more to it than just the displacement of the rotors. The TVS1900 can turn way more RPM than the MP112 can, without getting into terrible efficiency.
You can even just look at the boosted cars from Caddy. The 470hp Northstar used a 122. But for the LSA, an engine with almost 100hp more, the smaller 1900 was plenty sufficient.
05-21-2011, 08:28 AM
#40
Porting a throttle body does not mean it is going to have a larger bore. The bore determines what size it is, and unless someone is installing a larger throttle blade and boring out the throttle body.
OP, you appear interested in learning, and that's great, but do a lot of research before jumping on some ebay part.