Stock Cube LS1 Cylinder Heads
06-19-2014, 07:45 PM
#21
you should get the best heads you can afford ,and get a new cam to best work with all your parts .a small valve ls3 style that fits inside a ls1 bore ,is a good idea.the AFR and TFS heads are great .even consider the Texas Speed PRC as cast 225 head .most of the cam guys on this forum can spec you a great cam to maximize your head flow .
06-22-2014, 06:04 PM
#31
some stock CID h/c set ups that broke 500whp NA
http://www.streetfire.net/video/2005-gto-et-heads-and-hellion-cam-by-edcfull-b_81761.htm
https://ls1tech.com/forums/dynamomet...q-346-wow.html
https://ls1tech.com/forums/dynamomet...1rwhp-fti.html
https://ls1tech.com/forums/parts-cla...m-package.html
http://www.streetfire.net/video/2005-gto-et-heads-and-hellion-cam-by-edcfull-b_81761.htm
https://ls1tech.com/forums/dynamomet...q-346-wow.html
https://ls1tech.com/forums/dynamomet...1rwhp-fti.html
https://ls1tech.com/forums/parts-cla...m-package.html
Last edited by studderin; 06-22-2014 at 06:10 PM.
06-23-2014, 08:20 AM
#34
I don't know the valvedrop on the AFR 215s with the 2.055" valve. I was thinking on a 402 they might rock hard though...
And there is a reason I went with the TEA ported LS6 heads. As Martin pointed out in the article he shared, they don't really lose out to the aftermarket castings on a 416 where they are at a port disadvantage.
Here is a 495rwhp combo using TEA LS6 heads and an EPS 234/242 cam... https://ls1tech.com/forums/dynamomet...m-numbers.html
And there is a reason I went with the TEA ported LS6 heads. As Martin pointed out in the article he shared, they don't really lose out to the aftermarket castings on a 416 where they are at a port disadvantage.
Here is a 495rwhp combo using TEA LS6 heads and an EPS 234/242 cam... https://ls1tech.com/forums/dynamomet...m-numbers.html
06-23-2014, 08:34 AM
#35
I'm an advocate for Advanced Induction. Here are some threads to take a look at. Based on what I have seen, they are right there with TEA in every aspect.
http://forums.corvetteforum.com/perf...induction.html
https://ls1tech.com/forums/dynamomet...-gm-5-3-a.html
http://forums.corvetteforum.com/perf...induction.html
https://ls1tech.com/forums/dynamomet...-gm-5-3-a.html
06-27-2014, 12:55 PM
#36
Guys,
Stumbled on this thread....thought i would chime in for a few minutes
A host of variables not even mentioned come into play at this level....
Driveline components, the weight and inertia of your flywheel/clutch assembly, your rims and tires, the type of dyno and the dyno cell itself (I have seen some crappy cells without adequate ventilation), who is handling the tune and the state of the original shortblock (ring seal etc.)
There is a reason so few people have achieved this goal.....there is even more to it than spending the money required to optimize all the necessary components to get there.
Is it impossible....no of course....its been done but you better be ready to drop some coin and know its still not a slam dunk even if you do.
The reality is even with a killer efficient driveline (lightweight clutch and reasonably light rims and tires) 500 RWHP means you are generating 575+ at the crank.....minimum.
Thats 1.66 per cube in a pump gas hyd roller configuration with a long runner manifold thats more about average power than peak power. Some folks throw numbers around the Net like cotton candy not realizing whats possible...whats feasible, based on the mathematics. There are limitations guys and while we continue to push the envelope a little more every year, at the end of the day an engine can only produce "X" amount of torque....the only real variable here regarding power output is the RPM you can get that engine to produce it so the only way a small engine can make the big number (torque/displacement limited) is by building a combination that will effectively allow it to fill the cylinders at higher RPM increasing your mathematical multiplier of torque and enabling the larger power number to fall into place.
This "recipe" requires a good bit of cam, a larger higher flowing head, a larger higher flowing intake, lighter weight valves and a valvetrain that wont go into float as the tach approaches and exceeds 7000 RPM (more difficult in an HR set-up).
It will never be a package that drives well or looks particularly attractive under 3500 RPM's....you need more cubes to do that.
I would wager alot of money that 3/4 of the people that "want 500 RWHP" out of their stock cube 346 would more enjoy a 470 RWHP combo as the drivability and low/midrange torque is alot better for a car that spends 90% of its time prowling the streets.
The more HP per cube you extract from an N/A combo, the more single focused that engine becomes.....its just the nature of the beast.
Adding boost or cubic inches helps higher power levels be attained with much more civility but I understand completely the draw and challenege of doing it N/A.....Im just very realistic about what Im embarking on when I build something like we are discussing here and I think alot of folks dont realize the tradeoffs and pitfalls associated with it.....thats what Im trying to enlighten you about
Hope you guys get a little something from this post....and feel free to contact me via PM or email if I can help you achieve your current or future goals with any of your personal projects
Cheers,
Tony
Stumbled on this thread....thought i would chime in for a few minutes
A host of variables not even mentioned come into play at this level....
Driveline components, the weight and inertia of your flywheel/clutch assembly, your rims and tires, the type of dyno and the dyno cell itself (I have seen some crappy cells without adequate ventilation), who is handling the tune and the state of the original shortblock (ring seal etc.)
There is a reason so few people have achieved this goal.....there is even more to it than spending the money required to optimize all the necessary components to get there.
Is it impossible....no of course....its been done but you better be ready to drop some coin and know its still not a slam dunk even if you do.
The reality is even with a killer efficient driveline (lightweight clutch and reasonably light rims and tires) 500 RWHP means you are generating 575+ at the crank.....minimum.
Thats 1.66 per cube in a pump gas hyd roller configuration with a long runner manifold thats more about average power than peak power. Some folks throw numbers around the Net like cotton candy not realizing whats possible...whats feasible, based on the mathematics. There are limitations guys and while we continue to push the envelope a little more every year, at the end of the day an engine can only produce "X" amount of torque....the only real variable here regarding power output is the RPM you can get that engine to produce it so the only way a small engine can make the big number (torque/displacement limited) is by building a combination that will effectively allow it to fill the cylinders at higher RPM increasing your mathematical multiplier of torque and enabling the larger power number to fall into place.
This "recipe" requires a good bit of cam, a larger higher flowing head, a larger higher flowing intake, lighter weight valves and a valvetrain that wont go into float as the tach approaches and exceeds 7000 RPM (more difficult in an HR set-up).
It will never be a package that drives well or looks particularly attractive under 3500 RPM's....you need more cubes to do that.
I would wager alot of money that 3/4 of the people that "want 500 RWHP" out of their stock cube 346 would more enjoy a 470 RWHP combo as the drivability and low/midrange torque is alot better for a car that spends 90% of its time prowling the streets.
The more HP per cube you extract from an N/A combo, the more single focused that engine becomes.....its just the nature of the beast.
Adding boost or cubic inches helps higher power levels be attained with much more civility but I understand completely the draw and challenege of doing it N/A.....Im just very realistic about what Im embarking on when I build something like we are discussing here and I think alot of folks dont realize the tradeoffs and pitfalls associated with it.....thats what Im trying to enlighten you about
Hope you guys get a little something from this post....and feel free to contact me via PM or email if I can help you achieve your current or future goals with any of your personal projects
Cheers,
Tony
06-27-2014, 01:19 PM
#37
I always love when Mr. Mamo chimes in and offers his knowledge /wisdom.
thanks Tony !
thanks Tony !
