Very interested. That's why I didnt pull the trigger on anything because I wanted to bring up the fact that they were there and ask around about the l92 heads. Thanks everyone for their help. All my parts are almost in. Super excited

 

I hate to banter and continue this "my dick is bigger" within this thread. However, eleven years ago when I started getting into engine modifications there were times where myself and my friends were subject to false information. The internet is your friend bud. Learning and reading.

If you 'simply' port your chambers, that will LOWER your compression ratio thus reducing power. How many people here modify their engine components to make LESS power? Show of hands please! In the porting and milling phases of producing a head to spec, if porting of the chambers is required to blend correctly, then the heads WILL be milled to either reattain stock chamber volume, or port to a smaller volume. Your static compression change is directly correlated to your chamber size when not modifying piston stroke length. So YES you do HAVE to mill your heads to attain a chamber volume size to spec for more power. Please show me a shop that offers head porting only to turn my 243's into 62cc chambers and I will gladly crawl away in shame.

Have you been within a mile of a CNC mill? Before they were controlled via software, did machinist call that machine their porter? Or their MILL?

It was their MILL, and now since they are available in CNC form, they are now CNC MILL's. Not CNC porters! But go ahead and send your engine block in to get the deck milled and tell them you want it ported to a flat surface and to spec for piston out of hole depth. Think, "you want it ported on the computer controlled porting program thingy".


OP, sorry for the thread jack, but I hate to see people that make decisions with their OWN money based on the input of less experienced and knowledgeable. Anyone can lend advice on a modification when its not their money and dissatisfaction when it doesn't go as planned. If anything, keep the internal engine and bolt question to the specific threads on the MAIN page to gain more valuable information.

 

Glad it hear it Wcryan!

-T-, instead of continuing to banter with you over something that we aren't really disagreeing on, I'll just go ram my head into a wall a few times. My comments were nitpicky at you for coming in and correcting information that wasn't really incorrect to begin with. They were intended to be overly critical. Most people on here wouldn't port their chambers and not account for it via decking their heads, though some seeking to go to forced induction might.

Ps. I'm sure your dick is bigger so no worries mate.

 

Actually bro, it's probably not. It's just something I say to make myself feel a little better about my own misfortunes. Thanks for policing the threads. I'll be sure to keep my experience to myself since arguing semantics is priority. And , I originally thought the caddy forum was bad.

 

If you guys are going to have a "who's smaller" competition, I think I'm going to need pics!



-meaty

 

Based on your SN I'm afraid that was a serious request...

 

Photobucket link inc...

 

hahahahhahahahahaahah........ How about this....... I'll just put my cam in, throw my headers on, and get my stock heads done and throw some numbers at you guys? No pictures for me. But thanks again to everyone for their suggestions. Id rather have people speak up than have this thread have 0 reply's

 

friend had some 243s ported there, opened that lq9 right up

 

Hey now, we're car guys.

Numbers just won't do it, we need to see prints of that HP/TQ curve off the dyno computer!

Numbers don't mean a thing without that dyno printout!

Also, see if you can get the car on a dyno before you do the mods. Find someone having a cheap dyno day (usually $30 for 3 pulls) and then you can compare it to your "after" dyno.

-meaty

 

If you do that just be sure to take it back to the same dyno for your after run, or the numbers will be somewhat meaningless.

 

Yeah. I've already got the baseline on his Dyno. It came out unusually low too. I think it was like 314RWHP

 

At one point in my "car life," I did have 8 Miata's at one time


wcryan, were those dyno pulls after a full tuneup (plugs, wires, oil, filters) ?

-meaty

 

If I remember correcly, just after an oil change and that's it

 

so were talking a grand for 30rwhp. If a head setup for 1500 more gave you significant more gains wouldnt that be the way to go? Wallet contents provided. I was thinking about heads too and came across pat guerra (spelling) in the g8 forum and he is makeing over 500rwhp with a heads cam intake setup. I know i asked on the other forum, but ill say it here. Is our drivetrain really that parasitic that with the same setup on our ls2 6.0 manual cars it would not yeild the same if not a little better power than a g8 gt? So you spend another 1500 bucks for another 50+ hp? If in fact he gets the acclaimed 450whp out of ported stockers, a cam, intake and exhaust.......

Im new so dont judge me too harshly....lol

oh yeah the heads pat is useing are the afr 230v2 heads

 

What I was told is........ You have your cam that makes say 40-50RWHP. you get your heads done, and say they make 30RWHP. But you also just got full potential of your cam that you werent getting before because of the heads. So say you get another 20-30 out of your cam. so now your getting 70-80RWHP plus 30RWP on top of that. So I think in the end your getting a little more than your 30RWHP for 1k

All the motor guys will chime in again hopefully. But I think in a nutshell without getting too crazily in depth with it; is how it works.

 

ahh that makes it well worth it then....

 

You also need to consider the RPM that a person may be making that additional HP at. Perhaps he went with a bigger cam that would yield higher numbers, but only in the higher RPMS.

 

makes sense..... siggy im going in the right direction with my last post though right?

 

I'm not a motor guy, but I think I'd describe it as the opposite. It's the heads you are getting more out of.

Generally aftermarket heads with the big flow numbers have the peaks at lifts that the stock cam/rockers wouldn't reach (.600 and such). So if you toss the heads on a stocker, you get maybe 30hp out of them. You go with a cam that works in the lift range the heads flow at, and you get the extra power you paid for with the heads, but haven't been using.

Honestly, to some degree it seems like you either go with a combo that's been proven out, or you do some research and take some chances on the outcome. If you want 100whp from heads/cam/headers, the safest way is probably to look at people who got exactly that, and copy their setup.

Or if the LS3 heads/intake are like way cheaper and you are feeling adventurous, maybe you are the guy who gives it a go so the rest of us know how it works?

Did your mechanic have a specific suggestion? Was porting your stockers his recommendation? Has he done it before on an LS2 and seen good results? Have you compiled the parts/porting costs for the various options?