Trying to find answers! 6.2L heads on my LS1, How did they do it?
12-30-2014, 05:27 AM
#1
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Trying to find answers! 6.2L heads on my LS1, How did they do it? Hello from Australia, i have a 2005 Holden commodore with a LS1 5.7L engine (casting number 12651168) and it has 5364 heads (L98/6L/6.2L?) heads and intake manifold on it, 4bolt manifold with a 3 bolt spacer to suit 3 bolt ls1 throttle body, it has knock sensors in the valley and no cam sensor in the front of the engine, it made 400hp with a small cam. Trying to work out how it was done? block has never been acid dipped/cleaned because it still has factory barcode sticker on the side of the block
12-30-2014, 05:50 AM
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Heads where recently off just before i bought it, Workshop who did it claimed the engine was a 6L (clearly not), they did valves/steam seals/springs/lifters/head gaskets etc, They said the seals and valves where standard 6L valves
12-30-2014, 09:02 PM
#5
Welcome Aussie!!
The block number you've listed is for a LS6 engine-but makes no difference to your question as it has the same bore.
And the head number correlates it to a big bore L92 6.2L engine.
Somewhere in the build history of this engine, smaller valves must have been installed.
The block number you've listed is for a LS6 engine-but makes no difference to your question as it has the same bore.
And the head number correlates it to a big bore L92 6.2L engine.
Somewhere in the build history of this engine, smaller valves must have been installed.
01-01-2015, 02:53 PM
#6
How exactly can you put small valves in ls3 heads? Is it possible to turn down the ls3 valves to say something smaller than 2.08 and use them and maybe weld up some of the combustion chamber to yield a higher compression? I feel like that would be a great head if done right, but then again I understand nothing about cylinder heads.
01-01-2015, 03:03 PM
#7
How exactly can you put small valves in ls3 heads? Is it possible to turn down the ls3 valves to say something smaller than 2.08 and use them and maybe weld up some of the combustion chamber to yield a higher compression? I feel like that would be a great head if done right, but then again I understand nothing about cylinder heads.
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01-01-2015, 08:31 PM
#8
Yeah, you could turn down the LS3 valves, but I don't know how small of a valve the LS3 heads could take. You would simply have to cut a new valve job for the smaller valves, but there is a geometric relationship between the throat and the valve that can hurt the performance if the engine if it's not right.
I'm sorry OP not trying to hijack, just trying to add information of small bore heads.
Last edited by whatsa347; 01-01-2015 at 08:39 PM.
01-01-2015, 09:00 PM
#9
I'd like to find someone who could undertake that task. I'd be willing to try it and be a guinea pig. Especially since you can score ls3 heads for cheap. I know you're in Houston and stuff, do you think you could handle it? I'd of course compensate you for your time, but I feel like that could be a winning combo of a welded up small bore ls3 head and an eps 226/234 or something.
I'm sorry OP not trying to hijack, just trying to add information of small bore heads.
I'm sorry OP not trying to hijack, just trying to add information of small bore heads.
01-05-2015, 06:12 AM
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01-08-2015, 11:07 PM
#12
Honestly there's killer cathedral heads available for a 346. Even if you found a way to put a ls3 head on a 3.9" bore motor I guarantee a prc 227 cathedral head would kill it at the track. I seriously doubt it'd even be close. Shrouded valves, big lazy port, large compression killing chambers... The list goes on and on why the prc head setup would destroy it....
Jason
Texas Speed
Jason
Texas Speed
01-09-2015, 08:52 AM
#13
Honestly there's killer cathedral heads available for a 346. Even if you found a way to put a ls3 head on a 3.9" bore motor I guarantee a prc 227 cathedral head would kill it at the track. I seriously doubt it'd even be close. Shrouded valves, big lazy port, large compression killing chambers... The list goes on and on why the prc head setup would destroy it....
Jason
Texas Speed
Jason
Texas Speed
A few years ago I was lambasted for making a similar claim. I had no proof of dyno numbers or track results to justify what I perceived as common sense and laws of physics. All the rage at the time was taking a lq4/9 and making it a 370 with ls3 heads. I never argued that these combos couldn't make 500 plus on the chassis dyno. Rather the fact that the lower mid-range torque would make the engine take longer just to get to the rpms where the big port starts to shine.
By then the well designed cathedral has given up a few peak to make a bunch more average power. Point, set, match.
I guess it will be interesting to see if one of your competitors has gotten the square port runner small enough to create great velocity in a 346 in app
01-23-2015, 12:31 PM
#14
Hello from Australia, i have a 2005 Holden commodore with a LS1 5.7L engine (casting number 12651168) and it has 5364 heads (L98/6L/6.2L?) heads and intake manifold on it, 4bolt manifold with a 3 bolt spacer to suit 3 bolt ls1 throttle body, it has knock sensors in the valley and no cam sensor in the front of the engine, it made 400hp with a small cam. Trying to work out how it was done? block has never been acid dipped/cleaned because it still has factory barcode sticker on the side of the block
