Switched from ported LS3 heads to Trick Flow 235's
11-13-2011, 05:18 PM
#21
TECH Enthusiast
Congratulations for becoming a member of the 500rwhp club !
Nice build but I think that something was wrong in your previous build before swapping the heads.
What were the specs of your previous cam? current cam?
I think what made the big difference is the intake manifold not the heads.
Your old torque number (455rwtq) is a bit low for a 402 engine.
Nice build but I think that something was wrong in your previous build before swapping the heads.
What were the specs of your previous cam? current cam?
I think what made the big difference is the intake manifold not the heads.
Your old torque number (455rwtq) is a bit low for a 402 engine.
Funny how it is said, that those L92/LS3 heads on a 402 do not make power..... here below is a dyno of one of those L92 headed 403 that actually made around the same power.......LOL
So the question is, was the $3000+ worth the 30-40hp gain?
Or could it be that the custom L92/LS3 cam combo he had prior to the swap was not optimal for this combination?
There are too many variables changed to say one is superior over the other.....
I am still waiting on the machine, tool, or test, that can measure tip in or seat of the pants......
OP congrats on your achievement, but I seriously believe that your prior setup(L92) was not optimized, regardless of who spec'd the cam or combo... they dropped the ball....period
Bozz
Last edited by bozzhawg; 11-13-2011 at 05:24 PM.
11-13-2011, 06:34 PM
#23
Smaller runner, smaller valve, similar flow. Hard to beat tfs235's! Fastest LSX in the world runs them! I'm still not fully impressed with the ls3 heads. My 403 only made 515rwhp SAE dynojet however it ran 10.3@132 in a full weight 6spd car on DOT tires. Its hard to get the LS3 combo down. Dyno numbers don't mean much especially when the correction factor was SAE before and is STD now. Get it to the track and see how much faster it runs, that's the measuring stick that matters!
11-13-2011, 07:57 PM
#24
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Smaller runner, smaller valve, similar flow. Hard to beat tfs235's! Fastest LSX in the world runs them! I'm still not fully impressed with the ls3 heads. My 403 only made 515rwhp SAE dynojet however it ran 10.3@132 in a full weight 6spd car on DOT tires. Its hard to get the LS3 combo down. Dyno numbers don't mean much especially when the correction factor was SAE before and is STD now. Get it to the track and see how much faster it runs, that's the measuring stick that matters!
All of this started with looking at getting a LS3 FAST 102 for the old setup. It snowballed into selling the LS3 topend, and switching to this. I have very little out of pocket in it.
I have been messing with these LS3 heads for a long time, and it seems like every time I regret it and go to an aftermaket casting. I should quit wasting money on them, but every one has an opinion, and conclude all they want.
11-14-2011, 05:27 PM
#26
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Samer you are correct, it was the combination before the swap.....
Funny how it is said, that those L92/LS3 heads on a 402 do not make power..... here below is a dyno of one of those L92 headed 403 that actually made around the same power.......LOL
So the question is, was the $3000+ worth the 30-40hp gain?
Or could it be that the custom L92/LS3 cam combo he had prior to the swap was not optimal for this combination?
There are too many variables changed to say one is superior over the other.....
I am still waiting on the machine, tool, or test, that can measure tip in or seat of the pants......
OP congrats on your achievement, but I seriously believe that your prior setup(L92) was not optimized, regardless of who spec'd the cam or combo... they dropped the ball....period
Bozz
Funny how it is said, that those L92/LS3 heads on a 402 do not make power..... here below is a dyno of one of those L92 headed 403 that actually made around the same power.......LOL
So the question is, was the $3000+ worth the 30-40hp gain?
Or could it be that the custom L92/LS3 cam combo he had prior to the swap was not optimal for this combination?
There are too many variables changed to say one is superior over the other.....
I am still waiting on the machine, tool, or test, that can measure tip in or seat of the pants......
OP congrats on your achievement, but I seriously believe that your prior setup(L92) was not optimized, regardless of who spec'd the cam or combo... they dropped the ball....period
Bozz
11-18-2011, 07:51 AM
#28
Now that is an increase!
I wonder if i should be looking at some cathedral ports over an LS3 port for my G8 with the stock shortblock especially if i would like to put in a 418 in the future...
I wonder if i should be looking at some cathedral ports over an LS3 port for my G8 with the stock shortblock especially if i would like to put in a 418 in the future...
11-18-2011, 04:21 PM
#29
The gains look solid to me. As far as cost/power worth, everyone is going to have their own opinion, but it sounds like you sold the old parts and got alot of the money back.
Congrats!
Congrats!
02-07-2012, 10:19 AM
#30
ls3 v.s afr heads war in my 2 cents theres been a lot of ported l92 heads an 402 cubic inches with 550 rwhp with the right setup in fact charley at rpm motors have done more than a few. so with that said i beleive maybe the dyno had a bad day or some one wants to sell those afr $ but thats the bussiness there gonna be some one with a wrong combo that can also happen with afr heads its all in the tuner and combo setup thats the bottom line guys. also hands down i gotta love those ls3 heads 
02-07-2012, 11:08 AM
#31
in my 2 cents theres been a lot of ported l92 heads an 402 cubic inches with 550 rwhp with the right setup in fact charley at rpm motors have done more than a few. so with that said i beleive maybe the dyno had a bad day or some one wants to sell those afr $ but thats the bussiness there gonna be some one with a wrong combo that can also happen with afr heads its all in the tuner and combo setup thats the bottom line guys. also hands down i gotta love those ls3 heads
He didn't switch to AFR's.
They are TFS 235's.
02-09-2012, 06:50 PM
#32
Same thing i had happen. went from 520 to 530hp peak with a 20hp gain under the curve and 15tq all over with a head swap. Both had a fast 100mm. The cams i did swap and were very close to same size. I then had mammo port the 102mm and a pat g cam. went up 15hp,10hp under curve and 10tq. Nice results you got there..
T RACING- I have had the same combo on different dynos and had a 35hp difference with no changes. dyno numbers are just how the dyno is set up. Maybe the shop that builds 550hp motors have a high reading dyno...hhmmmmm. could be. Not only did the TFS 235 gain on my car,but at the track too. I went 3 tenths faster and my 60 got worse from 1.42 to a 1.55 and was still 3 tenths faster with the tfs 235 heads. my ls3 flowed 358 and my tfs was 341. also,i lowered my compression with the tfs head from 11.7 to 11.5. To me,the only good thing about the ls3 head is the price,cuz they don't perform like an AFR or TFS head. Pat G spec my ls3 cam and the cam i have now. both were comp cams..
T RACING- I have had the same combo on different dynos and had a 35hp difference with no changes. dyno numbers are just how the dyno is set up. Maybe the shop that builds 550hp motors have a high reading dyno...hhmmmmm. could be. Not only did the TFS 235 gain on my car,but at the track too. I went 3 tenths faster and my 60 got worse from 1.42 to a 1.55 and was still 3 tenths faster with the tfs 235 heads. my ls3 flowed 358 and my tfs was 341. also,i lowered my compression with the tfs head from 11.7 to 11.5. To me,the only good thing about the ls3 head is the price,cuz they don't perform like an AFR or TFS head. Pat G spec my ls3 cam and the cam i have now. both were comp cams..
Last edited by mike c.; 02-09-2012 at 07:08 PM.
02-11-2012, 09:25 PM
#33
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Samer you are correct, it was the combination before the swap.....
Funny how it is said, that those L92/LS3 heads on a 402 do not make power..... here below is a dyno of one of those L92 headed 403 that actually made around the same power.......LOL
So the question is, was the $3000+ worth the 30-40hp gain?
Or could it be that the custom L92/LS3 cam combo he had prior to the swap was not optimal for this combination?
There are too many variables changed to say one is superior over the other.....
I am still waiting on the machine, tool, or test, that can measure tip in or seat of the pants......
OP congrats on your achievement, but I seriously believe that your prior setup(L92) was not optimized, regardless of who spec'd the cam or combo... they dropped the ball....period
Bozz
Funny how it is said, that those L92/LS3 heads on a 402 do not make power..... here below is a dyno of one of those L92 headed 403 that actually made around the same power.......LOL
So the question is, was the $3000+ worth the 30-40hp gain?
Or could it be that the custom L92/LS3 cam combo he had prior to the swap was not optimal for this combination?
There are too many variables changed to say one is superior over the other.....
I am still waiting on the machine, tool, or test, that can measure tip in or seat of the pants......
OP congrats on your achievement, but I seriously believe that your prior setup(L92) was not optimized, regardless of who spec'd the cam or combo... they dropped the ball....period
Bozz
05-29-2012, 09:50 PM
#34
u misunderstand what the man is stating, why spend another 3k for 40 hp when u can make the same amount of hp and not spend nearly as much!!!!!!! its all about the proper combination and that stands for all head/ cam combinations out there!!!!!!!!
05-31-2012, 03:48 AM
#36
What doesn't get shown on a dyno is acceleration. Smaller Cathedral ports that still flow the air accelerate faster than an engine with big lazy ports. Acceleration is what makes a car fast. We had a TEA St2 243 heads and custom cam LS2 C6 make 35rwhp more than our highest reading LS3 C6 with a G6X3 camshaft! Cathedral port heads when matched with the correct port job, valve job, and camshaft are pretty potent little machines. I'll keep using what is tried and true, for the money Trickflow's or TEA CNC'd factory castings really can't be beat.
05-31-2012, 04:47 PM
#37
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of course it's all about the combination.but the L92s do have their limitations..what's your build?any dyno #s to share?
09-01-2012, 07:09 PM
#38
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What do you all think about this setup, from a car I'm considering making an offer on?
Ported LS3 heads
Dual valve springs
Hollow stem intake valves
2010 Camaro intake manifold/injectors
LPE intake
Pat G cam
Thank you in advance.
Ported LS3 heads
Dual valve springs
Hollow stem intake valves
2010 Camaro intake manifold/injectors
LPE intake
Pat G cam
Thank you in advance.
09-01-2012, 07:33 PM
#39
you guys that get caught up in all this bullshit over dyno numbers are funny... do you really think he picked up 77wtq off of a slight cam change and a different head, over a already ported LS3 head? obviously not.
09-02-2012, 12:08 AM
#40
Bore size and cam play a HUGE role here. Each has its place.