thoughts on this 408 combo
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thoughts on this 408 combo wondering what ppls thoughts are on this combo and how it would produce and respond
Lunati 408 11.1 cr, 244/248 612/615 112+2, Livernois Stage 3R ls6 heads
{5 axis CNC machined 240cc, 332 CFM/ 230 CFM (265 CFM w/ 1 3/4" Pipe) Stainless 2.100/ 1.575 Exhaust Valves}
Kooks 1 7/8x2 Xpipe Dual 3" magnaflow bullets,EWP, ported 90tb,SLP UDP,Fast 90
Lunati 408 11.1 cr, 244/248 612/615 112+2, Livernois Stage 3R ls6 heads
{5 axis CNC machined 240cc, 332 CFM/ 230 CFM (265 CFM w/ 1 3/4" Pipe) Stainless 2.100/ 1.575 Exhaust Valves}
Kooks 1 7/8x2 Xpipe Dual 3" magnaflow bullets,EWP, ported 90tb,SLP UDP,Fast 90
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From: Downriver
Originally Posted by Quik
yes m6 but wondering if anyone knows much about these heads and if the 240cc runners are too large or etc. i would like to be around 550rwhp
The runners will be fine. The thing that is going to benifit you the most aside from the 1 7/8" headers are the 2.100 valves. If its a M6 Car you should EASILY make 500+rwhp. What are your goals with the car?
We have a 06 C6 here with our 404 rotating assembly, L92 Heads, L76 Intake, with a full exhaust (catback no cutouts) It made just around 505rwhp. Now thats with a 404CI and a somewhat restrictive intake.
How are you getting 11:1 SCR? What head gasket thickness is that with?If your looking for good N/a numbers 11:5.1 would be ideal which you could get closer to with .040" head gaskets and mill the heads a little bit. With all the bolt-on's and that intake, using our heads...I don't think your goal will be very hard to reach.
Send me a PM. We can talk a little more. We are running a great deal on heads.
Thanks,
Chad @ Livernois Motorsports
Last edited by Chad@LivernoisMotors; Jul 23, 2007 at 10:25 AM.
Originally Posted by Chad@LivernoisMotors
The runners will be fine. The thing that is going to benifit you the most aside from the 1 7/8" headers are the 2.100 valves. If its a M6 Car you should EASILY make 500+rwhp. What are your goals with the car?
We have a 06 C6 here with our 383 rotating assembly, L92 Heads, L76 Intake, with a full exhaust (catback no cutouts) It made just around 505rwhp. Now thats with a 383CI and a somewhat restrictive intake.
How are you getting 11:1 SCR? What head gasket thickness is that with?If your looking for good N/a numbers 11:5.1 would be ideal which you could get closer to with .040" head gaskets and mill the heads a little bit. With all the bolt-on's and that intake, using our heads...I don't think your goal will be very hard to reach.
Send me a PM. We can talk a little more. We are running a great deal on heads.
Thanks,
Chad @ Livernois Motorsports
We have a 06 C6 here with our 383 rotating assembly, L92 Heads, L76 Intake, with a full exhaust (catback no cutouts) It made just around 505rwhp. Now thats with a 383CI and a somewhat restrictive intake.
How are you getting 11:1 SCR? What head gasket thickness is that with?If your looking for good N/a numbers 11:5.1 would be ideal which you could get closer to with .040" head gaskets and mill the heads a little bit. With all the bolt-on's and that intake, using our heads...I don't think your goal will be very hard to reach.
Send me a PM. We can talk a little more. We are running a great deal on heads.
Thanks,
Chad @ Livernois Motorsports
How did you get the l92 heads on a 3.905 bore???
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From: Downriver
Originally Posted by Stang's Bane
Chad,
How did you get the l92 heads on a 3.905 bore???
How did you get the l92 heads on a 3.905 bore???
My mistake. Just called to verify and it was our 404 rotating assembly. Fixed now.
Regaurdless, I still believe a 3R setup with a FAST 90 with that camshaft will make more in a Manual Transmission. The Corvette with that 404 made a consistent 505-507rwhp and a few pulls it made 515rwhp. I haven't rode in it but from what I hear from people who have it feels stupid fast on the street. Mind you it made that much power with a cam that is a decent size SMALLER then Quik is interested in using.
Chad @ Livernois Motorsports
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I'd suggest some AFR 225's, and pay Tony Mamo to open them up a bit to max out the potential for your application. AFR's are about as good as you are going to get. You could try the trickflow 235's. Good luck. PM Tony and I am sure he will give you some good advice.
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From: Downriver
Originally Posted by Quik
whats the price on those?
I'm not going to bash another vendor out of respect, but put it this way. We have flowed the AFR's before, in house, on the same exact bench we flow ours on.
Let's just say for the money I wasn't very impressed by flow numbers that turned out less than our heads that cost $1000 less.
I've yet to see AFR's outflow our 3R's. Mind you thats our 3R's right off the CNC, NO hand port work done. Chad @ Livernois Motorsports
pretty much the same sombo as mine. i would as well bump the compression up.....11.5-11.8ish.
i have (stock) 205s afrs and the low end throttle responce is awesome.
i would bump the CR and try a smaller runner head.
i have (stock) 205s afrs and the low end throttle responce is awesome.
i would bump the CR and try a smaller runner head.
While Livernois as well as others all make a fine product, let's not forget the AFR's are proven and very effective power producing pieces....be it naturally aspirated or blown, mild to wild.
There is alot more involved in cylinder head design (and ultimately power production) than big peak flow numbers. Numerous factors come in to play here with a few of the larger being average airflow, airspeed (inertia) thru the cylinder head, and manifold selection and its effect on airflow and the entire combination.
However the reality is our smaller cross section heads will still actually out flow alot of our competitor's larger runners (check my "flowthread" for proof of that), and the real benefit to their design is in the total performance they offer the end user including throttle response and low/midrange part throttle grunt (also called tip-in) which you can appreciate every day without ever putting your foot to the floor once.
With an aggressive well thought out combination many AFR headed combo's have produced huge power and TQ figures in spite of their typically smaller cross sectional area's and for a dual purpose car their hard to beat....especially if you spend more time on the street then at the track. And we haven't even touched on the benefits of their stonger aftermarket castings yet.
Tony M.
PS....Sorry for the pseudo hi-jack but I felt enough attention had been brought to our product in this thread that a quick response was warranted.
There is alot more involved in cylinder head design (and ultimately power production) than big peak flow numbers. Numerous factors come in to play here with a few of the larger being average airflow, airspeed (inertia) thru the cylinder head, and manifold selection and its effect on airflow and the entire combination.
However the reality is our smaller cross section heads will still actually out flow alot of our competitor's larger runners (check my "flowthread" for proof of that), and the real benefit to their design is in the total performance they offer the end user including throttle response and low/midrange part throttle grunt (also called tip-in) which you can appreciate every day without ever putting your foot to the floor once.
With an aggressive well thought out combination many AFR headed combo's have produced huge power and TQ figures in spite of their typically smaller cross sectional area's and for a dual purpose car their hard to beat....especially if you spend more time on the street then at the track. And we haven't even touched on the benefits of their stonger aftermarket castings yet.
Tony M.
PS....Sorry for the pseudo hi-jack but I felt enough attention had been brought to our product in this thread that a quick response was warranted.
Last edited by Tony Mamo @ AFR; Jul 25, 2007 at 05:43 PM.
