FI head decisions
They are:
Diamond Racing ported 6.0 heads
2.02/1.57 Manley SD valves (.100 longer than stock)
Comp 977 springs, around 1.8 or 1.85 installed height
~299/219 @ 550-600
~69cc chambers now
Diamond Racing ported 6.0 heads
2.02/1.57 Manley SD valves (.100 longer than stock)
Comp 977 springs, around 1.8 or 1.85 installed height
~299/219 @ 550-600
~69cc chambers now
makes me feel good about my heads that just got finished from HPE as they flow close.....ill have a 9 sec motor like you....just wont be able to hook for crap.....i just know im gonna go out the first time and run like a 12.4 at 135!
if you dont mind can u pm me the whole flow numbers???
if you dont mind can u pm me the whole flow numbers???
9 Second Club
Joined: Nov 2003
Posts: 13,616
Likes: 185
From: Norn Iron
Originally Posted by Pro Stock John
It's all part of the mix, but generally going to a higher flowing intake makes sense if the heads also flow really well. I'm going from a LS6 intake/tb setup to an Edelbrock single plane and a NW 90mm tb.
I'd still love to see a single plane intake vs LS6 intake swap on a reasonably small cubic inch ( ie 346-383 )blower powered LS1 to see what effect it has.
Surely someone has done this by now ??
check the new issue of Gm High Tech.They have a stock block camaro SS that swapped from the LS6 setup to a single plain and elbow and went from like 760 up to 830rwhp.Its a D1 blower setup with twin intercoolers
I think they changed other stuff too, 90rwhp gain from the intake does not make sense.
And Stevie, heat is created when you start hitting restrictions. I am thinking that heads that flow 340/240 (just some numbers) vs 299/219... The former will have less heat, and flow better.
And Stevie, heat is created when you start hitting restrictions. I am thinking that heads that flow 340/240 (just some numbers) vs 299/219... The former will have less heat, and flow better.
9 Second Club
Joined: Nov 2003
Posts: 13,616
Likes: 185
From: Norn Iron
I was referring to the intake swap John, not the heads.
Any heat increase caused by a restriction would be very very small comapred to the dead created in compressing the air in the first place.
I think that a blower car could suffer more low rpm loss with massive heads, than a turbo car might, as the fixed drive blower doesnt have the same ability to keep pumping air as turbos.
I would think that small port, but good flowing heads are the better option for most blowers. Not sure what effect intakes would have.
Hopefully a single plane wouldnt lose anything down low, but allow the blower to work more efficiently with the heads up top.
The turbo will keep pumping until it reaches the desired boost level, almost regardless of head/intake flow.
CF blowers just cant do that, so sticking with milder heads may be a better option.
Ive no fact to back this up, just thinking out loud.... But its why I chose the Edelbrock heads I did, rather than larger and perhaps ultimately better flowing heads.
Any heat increase caused by a restriction would be very very small comapred to the dead created in compressing the air in the first place.
I think that a blower car could suffer more low rpm loss with massive heads, than a turbo car might, as the fixed drive blower doesnt have the same ability to keep pumping air as turbos.
I would think that small port, but good flowing heads are the better option for most blowers. Not sure what effect intakes would have.
Hopefully a single plane wouldnt lose anything down low, but allow the blower to work more efficiently with the heads up top.
The turbo will keep pumping until it reaches the desired boost level, almost regardless of head/intake flow.
CF blowers just cant do that, so sticking with milder heads may be a better option.
Ive no fact to back this up, just thinking out loud.... But its why I chose the Edelbrock heads I did, rather than larger and perhaps ultimately better flowing heads.
LS1 Tech Stories
The Best V8 Stories One Small Block at Time
Top 10 Greatest Cadillac V Series Performance Models Ever, Ranked
Pouria Savadkouei
Top 10 Most Powerful Chevy Trucks Ever Made!
Hennessey's New Supercharged Silverado ZR2 Has 700 HP
Verdad Gallardo
Coachbuilt N2A Anteros Is an LS2-Powered C6 Corvette In Italian Clothes
Verdad Gallardo
Awesome K5 Blazer Restomod Comes With C7 Corvette Power
Verdad Gallardo
10 Camaros You Should Never Buy
10 LS Engine Myths That Refuse to Die
Verdad Gallardo
Five Reasons the Camaro Was the Most Pivotal Player in the Pony Car Wars 2.0
Brett Foote
10 Reasons the LS7 Is GM's Most Extreme Naturally Aspirated V8 Engine Ever
Verdad Gallardo
Funny, my research told me that if I swapped on some better flow heads with the blower setup I'd make another 50rwhp easily. Air is being pumped in, the less restriction the better. That's why I ran 1.875 into 2.000 step headers with 3.5 collectors.
Originally Posted by Pro Stock John
I think they changed other stuff too, 90rwhp gain from the intake does not make sense.
And Stevie, heat is created when you start hitting restrictions. I am thinking that heads that flow 340/240 (just some numbers) vs 299/219... The former will have less heat, and flow better.
And Stevie, heat is created when you start hitting restrictions. I am thinking that heads that flow 340/240 (just some numbers) vs 299/219... The former will have less heat, and flow better.
9 Second Club
Joined: Nov 2003
Posts: 13,616
Likes: 185
From: Norn Iron
Originally Posted by Pro Stock John
Funny, my research told me that if I swapped on some better flow heads with the blower setup I'd make another 50rwhp easily. Air is being pumped in, the less restriction the better. That's why I ran 1.875 into 2.000 step headers with 3.5 collectors.
Keeping port runners small in order to make power and torque at the lower rpm's seems to be an important thing. Perhaps more so for a manual car than an auto, which may never really see or actually make use of full throttle below 4-4500rpm ??
Ultimately airflow is king at the upper rpm's for making power, but its always a compromise, especially for a road car.
Power and torque down low might have concerned me if my car was 4000 lbs or I was towing a boat. My converter was about a 4500 stall so nothing below that mattered to me.
Originally Posted by ddnspider
Theyve tested that the LS2 intake sucked compared to an LS6 intake so why would it all of a sudden be better for a boosted application.
im pretty sure you dont need specific injectors.There was a guy at our shop with a 425 ls1 that had an ls2 intake,and he bent the stock rail so itd fit(dont ask me why 
) and stock ls1 injectors and it worked fine..i believe he did have some clearancing issues with the TB though
) and stock ls1 injectors and it worked fine..i believe he did have some clearancing issues with the TB though