Game changer - LT1 heads on LS block

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Nov 22, 2014 | 12:13 PM

#61

TT427

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Quote:

Originally Posted by KCS

In your LINK, it says in plain English:

"Step one was, of course, establishing a firm baseline for GM’s new 12.5/12-degree head.

As you can see from the first two graphs (courtesy of Lingenfelter Performance)..."

It also shows you LMR got 285... Aside from that TSP was showing 310+, another guy on speedtalk saying done at .650 @300... done arguing about Lingenfelter blown up numbers, or misprinted numbers or maybe they flowed jt without the sparkplug, are they really claiming 40+ cfm on top of the 335?

Last edited by TT427; Nov 22, 2014 at 12:19 PM.

Nov 22, 2014 | 12:16 PM

#62

TT427

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I have to question, how exactly are you missing the 285 at .600? Or are you just choosing to ignore it? The other poster a few back got it.

Nov 22, 2014 | 12:28 PM

#63

00SlvrSS

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The only thing is, I'm not seeing any direct injection ports in the chambers of the cut away. Are we missing something or is it just me? I really don't see a cam of the gen 4 aiding in the direct injection configuration. Not making much since to me.

Nov 22, 2014 | 12:37 PM

#64

TT427

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Quote:

Originally Posted by 00SlvrSS

Its RHS heads, not stock and it says it will use port injection. Its not a stock LT1 head and it likely flows better than the stocker, however there are a few thing that would go into the swap and not being a factory piece will likely be expensive... how this would be more advantageous than a Mast small bore or the LS3 small bore is the question, and why does it have the DI relief in the chamber if not being used? Performance and cost have to be on par to be worth it considering the possibilities out there now.
Anyway, till we see an actual working example i am done with this, that looks like a composite example on my phone... when is this expected to come to fruition?

Nov 22, 2014 | 01:44 PM

#65

KCS

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From: Conroe, TX

Quote:

Originally Posted by TT427

Quote:

Originally Posted by TT427

I have to question, how exactly are you missing the 285 at .600? Or are you just choosing to ignore it? The other poster a few back got it.

It's a comparison. Head A vs Head B. It's meant to show the difference between a stock LT1 head and a stock LS3 head tested on the same bench. Not LMR's Flowbench vs LPE's Flowbench.

There are literally dozens of variables that could influence the flow numbers between "high profile" shops. Different flow numbers like this is really nothing new, anyone in the cylinder head game can tell you that. Like I said, the Flowbench is best used for a comparison like LS3 vs LT1 or unported vs ported.

Nov 25, 2014 | 02:19 AM

#66

bestfromnw

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in to see if its worth it

Dec 29, 2014 | 08:52 AM

#67

O.N.

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Quote:

Originally Posted by MuhThugga

Some people find it fascinating to retrofit the system to a previous generation of engine. With all of that added complexity, the LT1 does make more power across the board over the LS3. I guess the big question will be whether or not all of that extra power will carry over through a conversion kit.

But I do agree in that I like to keep things simple and not add complexity.

hmm not too sure on the LS3 versus LT1 horsepower levels.

In Australia we have the LS3 fitted in a number of HSV vehicles it currently makes 340kw at the engine stock from the factory that is 455.6HP

The LT1 currently makes 450HP

So 5.6HP less.

Given there is a lot more options you have with the raised intake port on the LT1 however it looks as though from the low hood clearance on the corvette the intake manifold could do with some better flow.

In all regards the LT1 should be making a lot more power from it's heads and direct injection.

Last edited by O.N.; Dec 29, 2014 at 08:58 AM.

Feb 8, 2015 | 04:16 PM

#68

No Juice

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From: Minnesota Corn Fields

Anyone know if the LS heads, accesories, covers will fit on the LT block ? It looks beefier than the LS3

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Nov 23, 2017 | 12:36 PM

#69

Abdullah

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From: Kuwait

is there a custom wiring harness for these RHS cylinder heads to be used with a 6L80E automatic transmission and an aftermarket stock RPM stall speed converter with triple clutches in a 2006 to 2013 year model C6 Z6 corvette?

can I use the 8 speeds automatic transmission as in the C7 corvettes or even the 10 speeds automatic transmission as in the new LT1 Camaros in the C6 Z06 corvette?

Nov 23, 2017 | 02:40 PM

#70

G Atsma

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So far, the 10-spd auto trans is not made in a transaxle configuration. Give it another year or two, though..

Nov 23, 2017 | 09:50 PM

#71

big hammer

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From: over dere

Quote:

Originally Posted by "MAC"

Subscribed definitely wanna hear about how it all works.

Did they finish it?

Jun 2, 2020 | 11:38 PM

#72

mantis3dfx

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Yeah, true, But where's the fun in that - It's already
been developed and you don't get to exercise the grey matter and get that dopamine hit caused by working through all the problems yourself. :-)

Jun 4, 2020 | 02:48 PM

#73

99 Black Bird T/A

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The game changer-LT1 heads on LS block was announced over 5 years ago. Exactly how have they changed the game?

Dec 4, 2025 | 05:01 PM

#74

putergod

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From: Warner Robins, GA

Quote:

Originally Posted by Brian Hoss

MSD started as a fuel injection company. With the Atomic EFI release a couple years back and the number one unit on the market, it's not that far a stretch to make the intakes too!

I know this is an old thread, but I had to correct this grossly inaccurate statement.
MSD started, and has been for most of it's existence, an ignition company (since the 70's). The actual name is "MSD Ignition". "MSD" actually stands for "Multiple Spark Discharge", and was the first company to develop the technology for automotive use.
The foray into actual air and fuel delivery (fuel injection systems/intake manifolds) is relatively young, circa early 2010s.