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I was looking at post 424. Is that info incorrect?
There are couple of mistakes in the chart. The intake flow for the bare cylinder heads s wrong at .600 lift.
I've not had a chance to revise and proof the chart.
My Dorman one of the very early ones appears to flow slightly better than the later production Dorman.
There could so be a slight variance in production that accounts for the difference and so forth.
The revised Dorman was flow on both sides ported and unported.
The revised ported Dorman port flowed better than the non ported revised Dorman port.
That's the apples to apples test.
After today's results are posted I think most of us will forget about the Dorman LS2 90mm.
Here's a few teasers:
The LSXRT isn't king of the hill anymore.
The Super Auto/Truck intake is the best 75mm snout intake tested so far.
Tony Mano may really be Mr. Incredible!
His ported MSD is the real deal.
Last edited by 99 Black Bird T/A; 05-19-2018 at 01:52 PM.
Yes, the 90mm snout LS6 is in the test. My old LS6 was sent to Lingenfelter Performance Engineering for their TPiS 90mm snout mod. Tease - at .600 lift the tweaked LS6 is behind the Super Vic by ~13 cfm
Hopefully today I will get the results posted later today.
Jim, could you maybe add a graph that looks at the "losses" from open port to manifold? I.e. lowest line is best? To me, that is really what is being shown. Which manifold restricts the heads the least
Wegner ported LS2 NASCAR 799 "spec heads" have titanium valves and titanium retainers with beehive springs. The valve trim proved stable to 8000 rpm. They intake valve is 2 inch and I think 1.55 exhaust valve. These heads had been used came and from the classified section for $1100. One intake valve had been replaced apparently after dropping a valve. My guess is one of those Beehives failed at some point.
In NASCAR spec engine these have make ~575 whp with carbs, special intake, big cam, vacuum pump and so forth. The heads were briefly examined when we removed the intake and exhaust valve to clean up the ports and chamber before testing. Both were covered in carbon. The valves were also cleaned. From seeing these, I think it would be wise to fully clean these heads and have a shop inspect before use.
The is a whole lot of potential left on the table with this head. Cleaning up the bowl area area and reshaping wing it guesstimated this head would pick up 25 cfm to 30 cfm intake side. Likewise the exhaust ports would benefit from some additional work. The exhaust port of this head burbbled when flow tested. It was the most turbulent I've head on a flow bench.
Used Wegner NASCAR ported LS2 799 head.
Power and flow to be gained working the bowl area. The wing is an older version that was popular in early 2000's and now outdated. I was told this specific style will help the intake port stay smooth flowing and not stall at higher lift.
There are gains to be made working on the exhaust port according to the expert porter at Land Speed.
The intake port is good. It is on the large size. My funding didn't allow for measuring.
There was some feeling at the shop that the intake ports might crash at very high lift. So on the bench we pushed the Wegner head very hard all the way to .800 on the intake ports. The intake is a clean good stable port. With a little extra work these heads could be improved 25 to 30 cfm. See results below.
SuperFlow 1020, Flowed at 28, on 4 inch bore
Last edited by 99 Black Bird T/A; 05-20-2018 at 06:57 PM.
The test with Wegner head and two intake will be first then the GMPP head with four intakes. It's a lot of data. I hope Jim will make one of those fantastic charts for this!
It's all good! We are all being as patient as possible (well, maybe a bit less... lol) but I am sure it will be well worth the wait. Your efforts here are appreciated! I know it has to be a lot of work!
I decided test the Wegner head with two intakes.
The 90mm LS6 and the Super Vic.
We discovered I had over looked getting an intake gasket for the Super Vic. I had assumed it used an LS1 intake gasket. The intake isn't machined for an LS1 intake gasket. The shop didn't have a gasket for the Super Vic either. We decided to improvise and make our own with a thin layer of grease on the face of the cylinder head intake port. Luckily the head and the intake are flat and sealed up good. With port matching the Super Vic will flow more air. We tweaked and adjusted several times for best alignment.
The Edelbrock Super Vic is a nice intake. Nice open straight shots to the cylinder intake ports. The SV is tall probably about 7 inches so hood clearance maybe an issue in some applications.
The TPiS LPE LS6 90mm snout. Its low and fits most applications.
The flow data. The TPiS LPE LS6 90mm snout flowed within 10 cfm of thd Super Vic with the Wegner head. What a surpise!
The GMPP / LPE LS6 head was bolted to the flow bench as per previous tests. We checked flow at selected lift and confirmed air flow was calibrated. The heads intake port flowed as expected and as in our prior testing.
The Super Vic and TPiS LPE LS6 returned for testing. The grease trick wormed perfectly for the Super Vic. Once again we noted the Super Vic needed port matching. We aligned as best we could.
The Super Auto / Super Truck was a strange looking fish resembling the love child of a wayward TBSS and LSXRT. The Super Auto was well made and can be taken apart for porting. It has a set of bolts that secure the halves together. It's smaller than the cumbersome TBSS and petite compared to the LSXRT. My heart sank when I saw the small 75mm snout. In testing the airflow was very smooth and quiet.
The Super Auto looks hauntingly familiar.
Don't let the small 75mm snout fool you, this is a real dark horse.
Careful clean up might yield more airflow. In any case the fit and finish is very good. The Dorman intakes look a little crude by visual comparison. The gasket isn't the typical LS1 gasket.
The Tony Mamo ported MSD provided by Darth. It looks like a black box however it is a real race horse that will inflict serious butt-hurt on the the competition. Match heads, cam, high rpm,make outstanding power and make grown men cry!
This is a trick intake. The assembly booklet is eight pages. Their is a torque sequence that should be followed for best sealing. Since the gasket also extends to where the fuel injectors are located eventually that nasty ethanol in our gas can attack the gasket. The gasket might end up needing replacement over time.
Intake runner
90mm LS6 - notice how the new snout opens up access to the runners compared to the stock 75mm snout.
The Results
Last edited by 99 Black Bird T/A; 05-20-2018 at 08:54 PM.
Which runner did you test on the Super Vic? The two inner runners are shorter and should flow more air than the outer two runners.
Based on what I've read the ported MSD really shines on a drag car that turns over 7000 rpm. May not be the best choice for a small cam street car with it's shorter runners.
05-19-2018, 01:28 PM
