Best heads an cam for stock ls1 engine
So, here are the heads to consider and the price they cost:
MMS 220s - $2650 with PAC springs
TEA TFS 215s - $2610 + $100 PM guides to use stock rockers; PAC Springs
BTR Hand ported TFS As Cast 220s - $2300 w/Hollow-Stem Valves, BTR springs, PM guides, hand porting
TEA Stage 2 LS6 Heads - $2100 (more if you go hollow-stem); PAC Springs
AI 226cc LS6 Heads - $1800-1900 depending on how much the ls6 heads cost (uses stock valves); BTR Springs
Livernois Stage 2 LS6 Heads - $1800 or so
PRC As Cast 225 - $1800 or so with hollow stem valves and PRC Springs
PRC Stage 2.5 5.3L Heads $1500
The 3.9" bore is pretty limiting as are the intake options. All of these heads are going to be within 10-15HP of each other even with a FAST 102 on top.
Therefore, I say look at your budget, and make sure you're getting the right additional items. Lightweight valves, good valve springs, the compression ratio you want without impacting piston-to-valve (the LS6 heads with larger valves lose big here), and whether or not you want a thicker deck for boost down the road.
When I purchased, the MMS 220s weren't out. But I was looking hard at the BTR worked 220s and the TEA Stage 2 LS6s. They are probably within 5HP of each other. But I would prefer as I build out the motor to have the TFS casting. It would have offered me more options for additional porting and a thicker deck for boost.
MMS 220s - $2650 with PAC springs
TEA TFS 215s - $2610 + $100 PM guides to use stock rockers; PAC Springs
BTR Hand ported TFS As Cast 220s - $2300 w/Hollow-Stem Valves, BTR springs, PM guides, hand porting
TEA Stage 2 LS6 Heads - $2100 (more if you go hollow-stem); PAC Springs
AI 226cc LS6 Heads - $1800-1900 depending on how much the ls6 heads cost (uses stock valves); BTR Springs
Livernois Stage 2 LS6 Heads - $1800 or so
PRC As Cast 225 - $1800 or so with hollow stem valves and PRC Springs
PRC Stage 2.5 5.3L Heads $1500
The 3.9" bore is pretty limiting as are the intake options. All of these heads are going to be within 10-15HP of each other even with a FAST 102 on top.
Therefore, I say look at your budget, and make sure you're getting the right additional items. Lightweight valves, good valve springs, the compression ratio you want without impacting piston-to-valve (the LS6 heads with larger valves lose big here), and whether or not you want a thicker deck for boost down the road.
When I purchased, the MMS 220s weren't out. But I was looking hard at the BTR worked 220s and the TEA Stage 2 LS6s. They are probably within 5HP of each other. But I would prefer as I build out the motor to have the TFS casting. It would have offered me more options for additional porting and a thicker deck for boost.
The aftermarket valve versions start at $1899.99 Race series
We offer custom versions for all that need something other than our standard offerings.
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From: paintsville ky
Ms4 on bone stock ls1? Hey guys I've done alot of research on here and I seem to find alot of people that have nearly the same setup as me but with some diffrence for goals. So what I'm getting at is my car is a street/strip weekend car, approx 3480lbs, m6, 9in rear, 4:11 gears, twin disk clutch, stage 2 trans, LTs, CAI, and the engine is BONE stock, (still running 11.99 though so I'm proud of that haha) so im planning on getting the MS4 cam package from Texas speed, which comes with matching springs and push rods, I'm also doing a home port job just to free some CFM...my question is this, how well or safe will this MS4 cam package work with a bone stock ls1 with ported heads and the mods I listed above for street and strip? Any vacuum issues or PVC issues? Timing chain breakage with 02 ls1 chains? Any input is appreciated
It will do well with your gears. You'll need more intake and throttle body. Home port job will limit your performance. I would at least consider sending to AI or PRC for CNC porting
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From: paintsville ky
Yes sir i agree %100, I cant afford it just yet from buying the cam kit and such but soon after im looking to go for a fast intake/TB setup and having the 241s sent to AI for a full race port. i just like the idea of people looking under the hood and seeing 241 and not understanding how its so fast on stock heads lol. Also im planning on keeping my shift point around 6,000-6100 due to the stock engine (rotating assembly in the distant future), but besides the stock 241s being a temporary restriction do you guys see anything wrong with this setup?
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From: paintsville ky
Nice! Im hoping for 380-410 to the wheels with ported 241s, AI claim they can get the highest gains for 241s then anyone else and if there numbers are correct then i dont think ill have trouble reaching at least 390...but 400+ would be really nice thank you all for your input btw i appreciate it, im ordering the kit today so after its installed and i drive it for awhile ill post back my experience with it as well.
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From: paintsville ky
port velocity is also why truck intakes yield amazing low end tq but fade on top end hp due to the slim design for faster airspeed at low pulling rpms. Hey thank you for the tip on the bits and tools, i have the air tool just no bits
...***had to edit sorry, i put manifold instead of intakes, my bad***...
...***had to edit sorry, i put manifold instead of intakes, my bad***...
Last edited by Project_Reaper; Sep 8, 2015 at 07:25 AM. Reason: typed manifold instead of intake
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How do you figure the truck intake is a amazing at lowend but fades up top?
http://www.hotrod.com/features/1507-...ifolds-tested/
If you look there the truck intake makes peak HP at the same rpm as the LS1, it just makes MORE, peak torque occurs 100rpm lower so that makes it some low rpm torque piece right? BUT again it makes MORE. The graph has it above the LS1 intake everywhere.
It peaks 100rpm sooner than the LS6 and is just 8hp down and if you run the math at 6900 they are making pretty much the same torque and the 8hp comes from the 100rpm. Nobody objective or thoughtful would call that running out of breath compared to the car manifolds, just car owners who can't accept the trucks benefited from development a couple years later with lessons learned and less space constraint.
It is big so it doesn't fit everything, and it is ugly, otherwise it is purely better than the LS1 intake in every aspect. Most of us aren't running a cam that peaks at 6900, hell my mid 11 second 2 ton LT1 setup peaks at 6400(and revs clean to 7000) so an f-body peaking at 6900 I would sure as hell hope it is 10s otherwise the setup is poorly thought out. Setups turning under 6500 maybe higher probably wont see any difference between a truck intake and LS6, but all the LS1 owners just know the truck intake is some diesel torque piece right?
Sure there are better but for a factory intake even the old truck design comes out looking very good compared to everything but the most expensive aftermarket intakes costing literally 10 times as much.
To me, as a stock casting, the 243 is king, as it performs well on truck motors and car motors alike, and it can be ported to make some pretty incredible numbers. Eventually, you run into the limitations of the stock casting that the aftermarket has addressed.
When you get to the aftermarket castings, I think the MMS220 is going to be hard to beat. The TFS220 is probably the next best or possibly the AFR215.
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From: paintsville ky
http://www.hotrod.com/features/1507-...ifolds-tested/
Check out this test they done on multiple intakes, im not saying that truck intakes die out on top end and im sorry if i made it sound that way, BUT when compared to an intake like the LS6, Fast LSXR, highrise ram and so forth they are all geared twords high end peak HP an TQ gains farther up the RPM range where as for trucks they designed them with better flow on lower RPM range for improved pulling TQ where trucks tend to need it more. The other intakes that i had mentioned tend to not have as much TQ down low "with the exception on the LSXR which is an amazing intake" due to them being engineered for better top end. Typically with narrow ports on a N/A engine it causes faster air travel at lower rpms but tends to be a little more restrictive at upper rpms resulting in great TQ down low but less peak HP and with the other LS car intakes they tend to have larger runners which causes the air speed to be slightly slower at low rpms but flow better at higher rpms...at least this is what i have read and seen from the testing that such companies have done like this one from HR magazine and such...i have no solid proof on my own that this is true however.
Check out this test they done on multiple intakes, im not saying that truck intakes die out on top end and im sorry if i made it sound that way, BUT when compared to an intake like the LS6, Fast LSXR, highrise ram and so forth they are all geared twords high end peak HP an TQ gains farther up the RPM range where as for trucks they designed them with better flow on lower RPM range for improved pulling TQ where trucks tend to need it more. The other intakes that i had mentioned tend to not have as much TQ down low "with the exception on the LSXR which is an amazing intake" due to them being engineered for better top end. Typically with narrow ports on a N/A engine it causes faster air travel at lower rpms but tends to be a little more restrictive at upper rpms resulting in great TQ down low but less peak HP and with the other LS car intakes they tend to have larger runners which causes the air speed to be slightly slower at low rpms but flow better at higher rpms...at least this is what i have read and seen from the testing that such companies have done like this one from HR magazine and such...i have no solid proof on my own that this is true however.
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From: paintsville ky
oh and as for the comparison to the LS1 intake...almost anything is better than a LS1 intake lol they suck pretty bad. I was actually very surprised to see that the Trailblazer SS stock intake actually out preformed even the LS6 intake..pretty impressive 
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From: paintsville ky
not trying to argue with you..but the test they ran showing the peak numbers and the graph showed the ls6 peaking 8hp more then the truck intake. they ran the test up to 7000 Rpm
i bought a set of 243 heads that were already ported and polished with springs for $500. brought them to my local shop to get valve job done and inspected. have those heads and tv2 cam made 438hp and 405 tq. but i also built my motor changed everything and bumped up compression. all together around 3k for parts and labor.
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From: paintsville ky
here was the results for the LS1 intake
Peak Power: 535 hp at 6,900 rpm
Peak Torque: 468 lb-ft at 5,100 rpm
Ave HP (3,000–7,000): 418.9 hp
Ave TQ (3,000–7,000): 438.6 lb-ft
TQ at 4,000 RPM: 446.4 lb-ft
here is the LS6
Peak Power: 557 hp at 7,000 rpm
Peak Torque: 483 lb-ft at 5,000 rpm
Ave HP (3,000–7,000): 432.0 hp
Ave TQ (3,000–7,000): 450.9 lb-ft
TQ at 4,000 RPM: 454.3 lb-ft
here is the truck
Peak Power: 549 hp at 6,900 rpm
Peak Torque: 481 lb-ft at 5,000 rpm
Ave HP (3,000–7,000): 431.2 hp
Ave TQ (3,000–7,000): 450.8 lb-ft
TQ at 4,000 RPM: 454.5 lb-ft
clearly the truck intake was designed far better then the LS1 (which what isnt really) but as for better top end power as well as looks i would take a LS6 over a truck intake..also from a closer look it appears the truck intakes were designed for better low end TQ AND better top end HP then the LS1 but obviously they took the same approach on the LS6 but managed better top end. kinda makes me wonder why they continued using the truck intake on the trucks if it makes the same TQ on the low end as the LS6 but has better top end power...or did they start using LS6 intakes on trucks??? Ive only been under the hood of 2001 and down
Peak Power: 535 hp at 6,900 rpm
Peak Torque: 468 lb-ft at 5,100 rpm
Ave HP (3,000–7,000): 418.9 hp
Ave TQ (3,000–7,000): 438.6 lb-ft
TQ at 4,000 RPM: 446.4 lb-ft
here is the LS6
Peak Power: 557 hp at 7,000 rpm
Peak Torque: 483 lb-ft at 5,000 rpm
Ave HP (3,000–7,000): 432.0 hp
Ave TQ (3,000–7,000): 450.9 lb-ft
TQ at 4,000 RPM: 454.3 lb-ft
here is the truck
Peak Power: 549 hp at 6,900 rpm
Peak Torque: 481 lb-ft at 5,000 rpm
Ave HP (3,000–7,000): 431.2 hp
Ave TQ (3,000–7,000): 450.8 lb-ft
TQ at 4,000 RPM: 454.5 lb-ft
clearly the truck intake was designed far better then the LS1 (which what isnt really) but as for better top end power as well as looks i would take a LS6 over a truck intake..also from a closer look it appears the truck intakes were designed for better low end TQ AND better top end HP then the LS1 but obviously they took the same approach on the LS6 but managed better top end. kinda makes me wonder why they continued using the truck intake on the trucks if it makes the same TQ on the low end as the LS6 but has better top end power...or did they start using LS6 intakes on trucks??? Ive only been under the hood of 2001 and down
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From: paintsville ky
i bought a set of 243 heads that were already ported and polished with springs for $500. brought them to my local shop to get valve job done and inspected. have those heads and tv2 cam made 438hp and 405 tq. but i also built my motor changed everything and bumped up compression. all together around 3k for parts and labor.
, from what AI is saying they can get up to a 48-55HP gain from there port job on 241s over stock 241s, and around 50-60HP gain on 243s over stock 243's. thats pretty impressive, also stock to stock a 243 gains around..what?..12-15hp over a stock 241? Ported to Ported a 243 should yield around maybe 20 extra top end HP...so i would say if your on a budget and you already have the 241s just get them ported by them for a 50HP increase but if you have the extra $300 to ****** a set of 243s then have them ported by them for an additional 60-70HP increase over stock 241s. as for me im doing a home port job on my 241s to get around a 20HP gain or so over stock to tide me over until i can find a set of 243s to be ported...although I do love the thought of someone seeing 241s under the hood and under estimating the cars ability 
For a stock 5.7 shortblock it was hard for me to justify going with an aftermarket casting when a really efficient port design with competition quality machine work done to stock casting will be within 20hp or less and really not give up any tq under the curve.
That said, look at Advanced Induction (I'd use again in a heartbeat), Frankenstein heads, or Tony Mamo for getting the most out of stock castings. Put the $ saved from aftermarket castings into other areas such as a built rear.
FWIW, the stock bottom end is fine winding up to 6500 and limiter at 6800. Mine saw this all the time.
Jason
That said, look at Advanced Induction (I'd use again in a heartbeat), Frankenstein heads, or Tony Mamo for getting the most out of stock castings. Put the $ saved from aftermarket castings into other areas such as a built rear.
FWIW, the stock bottom end is fine winding up to 6500 and limiter at 6800. Mine saw this all the time.
Jason
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Joined: Aug 2015
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From: Iva sc
my cnc 243/799 flows 312 with a 234cc int port, I charge $1150 with you supplying cores. and that's ss valves, pac 1218's, serdi v/j and milled, and my cams are $365.00, just sum pricing info for comparison.
Last edited by powellmachine; Sep 21, 2015 at 01:07 PM.