L92 heads for forced induction?
L92 heads for forced induction? I saw the amazing numbers on the l92 head but dont know how it relates to forced induction cuz I am a noob to that. I know the l92 heads raises compression but is there any way to drop it back down enough so it would be feasible on a turbo application?
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From: lynchburg va
Originally Posted by bigbird01
I saw the amazing numbers on the l92 head but dont know how it relates to forced induction cuz I am a noob to that. I know the l92 heads raises compression but is there any way to drop it back down enough so it would be feasible on a turbo application?
I heard of someone swapping their ls6 heads for l92's on their turbo setup and lost power. Seems the intake valve was letting too much in and the exhaust could not keep up??? That was only one incident though maybe other can chime in.
Originally Posted by 52172
I heard of someone swapping their ls6 heads for l92's on their turbo setup and lost power. Seems the intake valve was letting too much in and the exhaust could not keep up??? That was only one incident though maybe other can chime in.
Launching!
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From: lynchburg va
Originally Posted by HUNTER02SS
I would think that could be taken care of with a different cam?
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From: Gardendale AL
Tony is working me a set of L92's right now, He has greatly improved the exhaust flow which was going to be the biggest issue with these heads. Here are some flow numbers on them stock and then ported and polished.
INTAKE
Lift....Stock....Ported
.200....156......161
.300....223......232
.400....274......287
.500....311......323
.550....324......334
.600....332......343
.650....330......349
.700....328......349
EXHAUST
Lift....Stock....Ported
.200....124......125
.300....163......169
.400....190......196
.500....204......225
.600....210......241
.700....215......249
These are going in a notchback that is getting a 408 with a single turbo. As you can see the exhaust side is lacking until around .400 lift. These heads are also being epoxied around the intake on the "thin" areas around the ceilings of the cambers near the springs. Also the l76 manifold is mismatched very badly to the l92 head. The ports on the intake are to narrow and need to be wider. About .100" wider. Otherwise the 350cfm on the heads has a negative effect b/c the intake port is not near wide enough for the heads. The mismatch is along the vertical edges in the most narrow part. I am also having my Intake injector bosses worked. They are ebing blended and smothed so they do not stick down so far into the air stream. Hope this helps someone else out also.
INTAKE
Lift....Stock....Ported
.200....156......161
.300....223......232
.400....274......287
.500....311......323
.550....324......334
.600....332......343
.650....330......349
.700....328......349
EXHAUST
Lift....Stock....Ported
.200....124......125
.300....163......169
.400....190......196
.500....204......225
.600....210......241
.700....215......249
These are going in a notchback that is getting a 408 with a single turbo. As you can see the exhaust side is lacking until around .400 lift. These heads are also being epoxied around the intake on the "thin" areas around the ceilings of the cambers near the springs. Also the l76 manifold is mismatched very badly to the l92 head. The ports on the intake are to narrow and need to be wider. About .100" wider. Otherwise the 350cfm on the heads has a negative effect b/c the intake port is not near wide enough for the heads. The mismatch is along the vertical edges in the most narrow part. I am also having my Intake injector bosses worked. They are ebing blended and smothed so they do not stick down so far into the air stream. Hope this helps someone else out also.
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