Recommend heads for my build!
Thread Starter
Teching In
Joined: Feb 2015
Posts: 14
Likes: 0
Recommend heads for my build! Hey guys, will probably be upgrading the heads on my build in the near future and wanted to get some recommendations on what would be best suited for me needs/goals. So here is a quick run down:
What the car has as it sits today:
Stock bottom LS1
Torquer V2 cam
243 heads
ITB intake kit
ATI 10% UDP
1-7/8 Long Tubes with a 3.5" merge at the axle into a 4" single vibrant muffler
T56
Stock S2000 rear end (don't know how I haven't destroyed this yet)
Goals:
High compression (11.5ish:1 static)
450+ rwhp
Hurting as many feelings as possible.
Car is a street machine and is currently on 93 pump gas. May or may not go with E85 in the future depending on availability (which is very little in my area). I'm leaning towards the aftermarket and will sell the 243s once the new heads are on the car.
I know this has probably been discussed ad nauseum but my build is a wee bit different and there wasn't a lot of threads specific for the torquer V2.
Car made 387/388 with Hooker block huggers (1-5/8"). Hasn't been tuned on the Longtubes but hopefully they're good for 400+.
Here's a link to my dyno thread:
https://ls1tech.com/forums/dynamomet...irst-dyno.html
What the car has as it sits today:
Stock bottom LS1
Torquer V2 cam
243 heads
ITB intake kit
ATI 10% UDP
1-7/8 Long Tubes with a 3.5" merge at the axle into a 4" single vibrant muffler
T56
Stock S2000 rear end (don't know how I haven't destroyed this yet)
Goals:
High compression (11.5ish:1 static)
450+ rwhp
Hurting as many feelings as possible.
Car is a street machine and is currently on 93 pump gas. May or may not go with E85 in the future depending on availability (which is very little in my area). I'm leaning towards the aftermarket and will sell the 243s once the new heads are on the car.
I know this has probably been discussed ad nauseum but my build is a wee bit different and there wasn't a lot of threads specific for the torquer V2.
Car made 387/388 with Hooker block huggers (1-5/8"). Hasn't been tuned on the Longtubes but hopefully they're good for 400+.
Here's a link to my dyno thread:
https://ls1tech.com/forums/dynamomet...irst-dyno.html
That combo should be in the 420s anyway. You want that higher comp and use that cam youll need the valves recessed. The most used budget head that makes good power is the tsp 5.3 2.5 cnc. Id use that, mill them down of course and have the valves recessed and run it!
TECH Senior Member
Joined: Jun 2016
Posts: 22,293
Likes: 3,617
From: Central Cal.
Explain the benefits of recessing the valves. To forstall or prevent valves from getting too intimate with the piston? Wouldn't it also lower compression by raising combustion chamber size just a bit?
My combo in my signature did the trick for 450+ with a little lower compression than what you are looking for.. probably around 10.9-11 to 1.. its unknown due to not knowing exactly how much was milled off my heads that i bought second hand.. From the records AI said typically in the set up they were originally for they would have been milled .005-.007 for clean up, but who knows.
Either way if you want a build that drives well you could do something similar to mine. I had plenty of PTV clearance, but you may need a fast 92 or 102 set up to cross 450 rwhp. I didn't see that on your list.
Either way if you want a build that drives well you could do something similar to mine. I had plenty of PTV clearance, but you may need a fast 92 or 102 set up to cross 450 rwhp. I didn't see that on your list.
Pretty much no matter what heads you chose that car is going to fly being so damn light lol. You also mention E85...have you looked into methanol injection as well?
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11 Second Club
Joined: Mar 2012
Posts: 1,541
Likes: 15
From: South Florida
What LSA on the Torquer v2?
After looking at your dyno chart it raised some questions. I know you have the ITB manifold(which is awesome) but I don't think it has much to do with what I noticed.
Your tq peak rpm is 3700. Then carry & start to drop at about 4700 rpm. Your hp peak rpm is about 5800. Carries great to 6500. Also your hp/tq numbers are so close. 387/388. These are just things I noticed. Even if the V2 cam was cut on the 114LSA that would give you 5 degrees of positive overlap. I would think the tq peak rpm would be higher & it make better hp, peak higher, up top. It seriously looks like the stock cam is still in there. Only saying this going off the dyno chart which could be all kinds of different on different dynos. Still.
Were you in your 1:1 gear when you were on the dyno?
After looking at your dyno chart it raised some questions. I know you have the ITB manifold(which is awesome) but I don't think it has much to do with what I noticed.
Your tq peak rpm is 3700. Then carry & start to drop at about 4700 rpm. Your hp peak rpm is about 5800. Carries great to 6500. Also your hp/tq numbers are so close. 387/388. These are just things I noticed. Even if the V2 cam was cut on the 114LSA that would give you 5 degrees of positive overlap. I would think the tq peak rpm would be higher & it make better hp, peak higher, up top. It seriously looks like the stock cam is still in there. Only saying this going off the dyno chart which could be all kinds of different on different dynos. Still.
Were you in your 1:1 gear when you were on the dyno?
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Verdad Gallardo Thread Starter
Teching In
Joined: Feb 2015
Posts: 14
Likes: 0
That combo should be in the 420s anyway. You want that higher comp and use that cam youll need the valves recessed. The most used budget head that makes good power is the tsp 5.3 2.5 cnc. Id use that, mill them down of course and have the valves recessed and run it!
My combo in my signature did the trick for 450+ with a little lower compression than what you are looking for.. probably around 10.9-11 to 1.. its unknown due to not knowing exactly how much was milled off my heads that i bought second hand.. From the records AI said typically in the set up they were originally for they would have been milled .005-.007 for clean up, but who knows.
Either way if you want a build that drives well you could do something similar to mine. I had plenty of PTV clearance, but you may need a fast 92 or 102 set up to cross 450 rwhp. I didn't see that on your list.
Either way if you want a build that drives well you could do something similar to mine. I had plenty of PTV clearance, but you may need a fast 92 or 102 set up to cross 450 rwhp. I didn't see that on your list.
What LSA on the Torquer v2?
After looking at your dyno chart it raised some questions. I know you have the ITB manifold(which is awesome) but I don't think it has much to do with what I noticed.
Your tq peak rpm is 3700. Then carry & start to drop at about 4700 rpm. Your hp peak rpm is about 5800. Carries great to 6500. Also your hp/tq numbers are so close. 387/388. These are just things I noticed. Even if the V2 cam was cut on the 114LSA that would give you 5 degrees of positive overlap. I would think the tq peak rpm would be higher & it make better hp, peak higher, up top. It seriously looks like the stock cam is still in there. Only saying this going off the dyno chart which could be all kinds of different on different dynos. Still.
Were you in your 1:1 gear when you were on the dyno?
After looking at your dyno chart it raised some questions. I know you have the ITB manifold(which is awesome) but I don't think it has much to do with what I noticed.
Your tq peak rpm is 3700. Then carry & start to drop at about 4700 rpm. Your hp peak rpm is about 5800. Carries great to 6500. Also your hp/tq numbers are so close. 387/388. These are just things I noticed. Even if the V2 cam was cut on the 114LSA that would give you 5 degrees of positive overlap. I would think the tq peak rpm would be higher & it make better hp, peak higher, up top. It seriously looks like the stock cam is still in there. Only saying this going off the dyno chart which could be all kinds of different on different dynos. Still.
Were you in your 1:1 gear when you were on the dyno?
Tfs 220 aa cast would work fine then. .650 spring with ti retainer and milled to 62 or 60 or 58cc would be 1850. Nothing "special" but ready quickly and room to grow later with any number of cnc programs.
Since you already have the 243's send them off to AI for their 226cc or TEA for the 2.5 build. They cost essentially the same thing ($50 more for TEA) so it comes down to who you think is better to deal with.
Both heads have been proven time and time again to make amazing power for stock castings.
Both heads have been proven time and time again to make amazing power for stock castings.
Since you already have the 243's send them off to AI for their 226cc or TEA for the 2.5 build. They cost essentially the same thing ($50 more for TEA) so it comes down to who you think is better to deal with.
Both heads have been proven time and time again to make amazing power for stock castings.
Both heads have been proven time and time again to make amazing power for stock castings.
This...both are proven performers. I'm leaning toward AI when I have my 243s ported but I've personally seen TEAs work as well and it's top notch. If you just HAVE to spend more money the MMS heads are the way to go...
Banned
Joined: Oct 2015
Posts: 293
Likes: 5
From: Texas
Hey guys, will probably be upgrading the heads on my build in the near future and wanted to get some recommendations on what would be best suited for me needs/goals. So here is a quick run down:
What the car has as it sits today:
Stock bottom LS1
Torquer V2 cam
243 heads
ITB intake kit
ATI 10% UDP
1-7/8 Long Tubes with a 3.5" merge at the axle into a 4" single vibrant muffler
T56
Stock S2000 rear end (don't know how I haven't destroyed this yet)
Goals:
High compression (11.5ish:1 static)
450+ rwhp
Hurting as many feelings as possible.
Car is a street machine and is currently on 93 pump gas. May or may not go with E85 in the future depending on availability (which is very little in my area). I'm leaning towards the aftermarket and will sell the 243s once the new heads are on the car.
I know this has probably been discussed ad nauseum but my build is a wee bit different and there wasn't a lot of threads specific for the torquer V2.
Car made 387/388 with Hooker block huggers (1-5/8"). Hasn't been tuned on the Longtubes but hopefully they're good for 400+.
Here's a link to my dyno thread:
https://ls1tech.com/forums/dynamomet...irst-dyno.html
What the car has as it sits today:
Stock bottom LS1
Torquer V2 cam
243 heads
ITB intake kit
ATI 10% UDP
1-7/8 Long Tubes with a 3.5" merge at the axle into a 4" single vibrant muffler
T56
Stock S2000 rear end (don't know how I haven't destroyed this yet)
Goals:
High compression (11.5ish:1 static)
450+ rwhp
Hurting as many feelings as possible.
Car is a street machine and is currently on 93 pump gas. May or may not go with E85 in the future depending on availability (which is very little in my area). I'm leaning towards the aftermarket and will sell the 243s once the new heads are on the car.
I know this has probably been discussed ad nauseum but my build is a wee bit different and there wasn't a lot of threads specific for the torquer V2.
Car made 387/388 with Hooker block huggers (1-5/8"). Hasn't been tuned on the Longtubes but hopefully they're good for 400+.
Here's a link to my dyno thread:
https://ls1tech.com/forums/dynamomet...irst-dyno.html
lols2k,
We're currently running a special on all cathedral port head programs. $1050 shipped! New LSX dual spring kit with .660" and Ti retainers. Sale ends NEXT Friday the 21st.
If you have any questions, fire away! Love the build by the way.
-Russ