hemiqc2003

Ok, I have a couple questions.
1. I am trying to figure out what heads and intake I should go with. I have an 02 6.0 truck engine that will be carb'd. I searched on here and everyone seems to put LS3 and L92 as the same head but when I search online, they are two totally different parts with very different prices and I am talking stock GM replacements not aftermarket. So could someone please differentiate for me which one would work better on a 6.0 truck motor.

2. I am assuming the carb'd intakes for LS engines are all compatible with all the cylinder heads. Meaning a 6.0 with whatever heads (ls3/l92/243s) will accept, say a victor super intake.

Max power for the money is what I am looking for. Thanks.

hemiqc2003

Any info on the GMPP LSA heads is appreciated too. Are they better then the others and will they work on an LQ4. Thanks.

SteedaGT

iTrader: (3)

The intake will only work for the head design it's designed for. The LS1/2 heads are cathedral ports where as the LS3/L92 heads are square ports.

I know the L92 and LS3 heads are the same when bare, but when they are assembled I think the LS3 heads have hollow intake valves and stronger springs. I'm 99% sure they flow the same though.

Paul57

You should have 317 heads on your motor (most likely). These are very good flowing heads. If I recall correctly they are nearly identical to the 243's in terms of flow...which are the best stock heads before the L92/LS3's came out. The 317's have a little bigger combustion chamber than the 243's which makes them less appealing to many people because of the desire for more compression (for most people). With a custom (upper 220-ish) cam and mildly ported 317's you can get 500 chp pretty easy. I stuck with the 317's on my motor. It all depends what level of HP you are looking for. I have read that Advanced Induction does a good job porting stock heads. I just read that the L92/LS3 heads are limited to around 465 rwhp in a 6.0 because the valves are soooo big that they begin to restrict flow from shrouding (cylinder wall is too close)...ie you are better off going to an aftermarket head at that point.

hemiqc2003

Ok now I have more questions, What heads come on a stock 5.3 and will they work on a 6.0 for more hp?

bttlfed

Just going from the 317 heads to say a set ot stock ls6 (243) will bump your compression from 9.4:1 to 10.2:1. It's all what your looking for. 241s will put you at like 10.0:1. Any of the heads with a good port job will respond nicely on your setup.

Paul57

I am not certain which heads came on the 5.3 and doubt that they would compete very well with most any 6.0 head (stock to stock). Hopefully some people will step in and confirm that.

The 243 heads are on 5.7's for sure and (I believe) 6.0's too...on the "performance" car motors so they tend to fetch a "performance" tax. The 317s are very comparable to the 243's in flow. The intake flow on the 243's is less than the 317's until about .450 lift and then it passes the 317's by 7%-ish beyond that. The exhaust flow on the 243's is in the ballpark of 5% better than the 317's. For this reason I tend to say that the 317's are very comparable to the 243's (only 5% average difference). And, if I recall correctly (from a debate on here) you should choose for flow first and compression second...within reason of course. 243 heads are 64.45cc and 317's are 71.06cc. The 243's are a better head but if you don't have the resources or funding then the 317's are a very good alternative...and can get the same port work to equal ported 243's.

A custom cam can help bring up your compression because they can set up the valve events to optimize that.

Paul57

Does anyone recall what the typical "ballpark" gain is by increasing compression by a full point (1.0)??? I am fairly certain it is only worth 10-15hp on a street motor but I can't recall exactly...in other words, it isn't going to be a "night and day" difference with a full point (of difference) on compression.

hemiqc2003

Ok after searching and searching and reading everyone's responses, I think milling and porting my stock heads will be best for me. Still deciding on a cam though. I won't throttle repsonse and a healthy lope too. Anyone using the Victor Super on their carb setup?

Paul57

Email Patrick G...he can design what you want (custom cam)...and it is worth it...
https://ls1tech.com/forums/generatio...heads-cam.html

speedtigger

iTrader: (16)

If I were to do it all over again, I would have gone with L92 heads.

So, my thought is L92 heads, Victor Jr and the right cam for your gear/stall set up. That is very fast for very cheap.

tennerv8

iTrader: (7)

I have L92's and a victor Jr. on my 6.0. The mid to top end is retarded powerful with these heads.

bitterman

I'm doing very much that.

6.0l Ly6 /w l92's
EPS 222/234 around .600 Cam
Stock compression ratio, Might do a thinner head gasket if I can to give about 9.9:1 instead of 9.67
Victor JR.
770 CFM carb.. However this might be a bit small I will use it for know.
4.10's and I want to go with about a 3800 RPM stall.... One tranny guy recommended only 2800 however so time will tell were I end up with what tranz.

Paul57

Very true. I wonder how ported 243/317's compare to stock L92's??

Paul57

Did the L92's come on 6.0's, 6.2's or both??

hemiqc2003

So I call Edlebrock with intake questions and find what I will be needing for my application.(98% street/2%strip) He recommends a Perfermer RPM since my RPM range will be below the 6000 area. After checking around I find that the Edlebrock performer RPM intake kit with the MSD controller is around $650-$670. Yet if I buy them separately they are around $560. Am I crazy or is that just crazy?

Next question. Stock valve train or upgrade to roller? I know this will depend on cam. Springs will get updated for sure.

Thanks Paul57, I will give him a holler.

hemiqc2003

I found a brand new set of procomp roller rocker 1.7 for $250 and an SLP cam Hydraulic Roller 224 228 .591 for $150. Any comments yeah or nay?

Thanks for all the comments you all have been leaving, it is really clearing the muddy ls water for me.

GC99TA

iTrader: (30)

Yes, that is crazy....and for more than just the price. The Edelbrock box that comes with those packages is built by MSD, but it doesn't have all the same features as the actual MSD 6010/6012 boxes. Buy them separately and get the MSD box over the Edelbrock box. As for the Vic Jr/Performer debate, I recommend you read speedtigger's thread here where he track tested both. https://ls1tech.com/forums/carburete...rack-test.html

I wouldn't mess with aftermarket roller tip rockers on these motors. The stock rockers are more than adequate and many guys are running them on some pretty high dollar builds. Most of the aftermarket roller tip stuff ends up adding unnecessary weight over the valve causing valve float issues....even with "good" springs.

That would probably be a decent mild to medium cam for cathedral port heads (depending on the LSA) if you are on a budget. But, if you really want to optimize your set up, I would still consider a custom grind spec'd out by Pat G or one of the other pros.

speedtigger

iTrader: (16)

I have ported 243s. Here is the link to their flow numbers:
http://www.texas-speed.com/p-1391-pr...ted-heads.aspx

They are $1100. So, the L92 heads are cheaper but you have to buy the offset intake rockers. I am not sure the cost of those.

5LTR ETR

iTrader: (1)

Hi Guys My name is Bill AKA 5LTR ETR, I just joined Today, I currently own a 1998 Camaro SS #1175, My previous Car was a 2000 Camaro SS #1971 Built By RMCR SLP ZL402 LQ9 Stroker, It had Stock L92s with a 236/236 590. 590. 112LSA and made 470 and 444 Thru a 6Speed and a 10Bolt, If that helps any