These cylinder heads are not designed as a stock replacement, they can only be used on 6 bolt LSX-based engines with a minimum bore diameter of 4.000 in. Includes new rocker arm rail mounts for use with LS3 1.7 ratio rocker arms. OEM rocker arm rail mounts will not work with these heads. Does not fit 2010 and later Chevrolet Camaro OEM exhaust manifolds; aftermarket headers are required.

 

Tick Performance "SNS" torqueMAX Stage 2 Camshaft for LS1 & LS6 Engines
Standard Lobes: 227/235 | .618"/.605" | LSA110+3


Designed for: LS1, LS6, LQ4 and LQ9 Engines (325-364ci) with Cathedral Port Heads (as they're equipped with stock)
Basic Operating RPM Range: 1800-6400
Expected Horsepower Gains: 40-50RWHP over the stock camshaft in a well-optimized setup
Stall Converter Required: Yes, 3200+RPM
Rear Gear Upgrade Required: Suggested for maximum performance (3.23+ for manual transmissions and automatic)
Works Well with Nitrous: Yes (shot size less than 200)
Will Pass Most Smog Emissions: No

no way would this cam in a 6 liter require a mongoose head, would be a dog and i bet low end would be horrible.

 

I believe John Lingenfelter was quoted as saying "The world's best cam combined with a poor set of heads will produce an engine that's a dog. But bolt on a set of great heads even with a poor cam and that engine will still make great power."

 

Hello, we have 4 and 6 head bolt options. You were probably seeing the description for the TFS-3261T004-c01 6 bolt that doesn't fit the factory iron manifolds. The 4 bolt one would be the best fit is the TFS-32610002-C01 with Steel retainers or TFS-3261T002-C01 with Titanium and those are compatible with standard manifolds if those were ever run.

 

Yeah, But Darin Morgan says if you slow down airspeed or speed it up too fast you are going to lose power every time and he has the data to prove it. plus those mongoose heads will not be ideal on a 6.0 bore.

Average air speed in the induction path is tuned to a specific level. The, “induction path,” as I refer to it, is the intake manifold and port as one unit. Even a slight variation in the average air speed in the induction path will alter the power band. You can have 100 different port manifold combinations with identical flow numbers, but the average air speed can vary greatly. Having the average air speed too fast or too slow always results in an under-performing engine.

Bore diameter has a great deal to do with the performance of the cylinder head. Not only how much it flows, but more importantly, how it flows. Most modern performance heads used in Drag Racing are designed around the largest bore possible. For a Big Block Chevy that would be a 4.625 bore. The reason for this is simple: with larger bores we can increase valve diameter, valve efficiency and produce more horsepower at the same or higher engine speeds. A big problem arises when people attempt to use these heads on much smaller bores. If a cylinder head design was optimized around a 4.625 bore and someone uses it on a 4.500 bore it shrouds the valves, decreases air flow, and consequently destroys the port’s air speed characteristics. This totally destroys the entire power band from start to finish! You must utilize a head designed for the bore you’re using with smaller ports and valves. Yes, the head will flow less, but it will make more power and accelerate down the race track much faster!

Port shape is unbelievably important. I can’t stress enough how the shape of a port can change its characteristics on the running engine. You can have 100 different complex geometric port shapes that all flow the same, yet only a few will stand out as being more powerful than the rest. How efficiently the port uses its area in relationship to its flow can be measured, but that’s not all there is to it. Certain shapes carry the air fuel mixture more efficiently than others, and this fact is not aerodynamically intuitive. As a matter of fact, it’s the opposite of aerodynamically intuitive! Just because a port looks pretty, swoopy, smooth, or aerodynamic, does not mean that it will operate well on the running engine. The terms “smooth” and “pretty” should not be in the general lexicon for describing ports, because neither has anything to do with how they perform! There are other dynamics to take into account, such as pressure waves and fuel suspension in the air stream. Particle flow and air flow are two separate entities. Port shape and air speed addresses them both. To sum it up, air flow quality is just as important if not more so, than air flow quantity.

 

I'm wondering something; would the TFS 255 improve power on an otherwise stock LS3 due to its improved port flow velocity, or are other mods necessary to take advantage of this head's capabilities?
This is hypothetical, of course, one would do other mods to fully exploit the head's potential.

 

 

One of the issues with flow numbers is that they are dry air numbers and fuel isn't factored into the equation.

 

This is a pretty divided topic huh lol

Lots of good information

 

I know tsp gained 30hp and 26tq with just their 260cc heads on an ls3 on the dyno with their stage 4 cam i believe vs factory heads. Back to back dynos. Thats over their already 93hp gain from what they dynod on a factory cam.
That is the best way to show gains and numbers really.

I prefer cathedrals on a 4inch or smaller though. Even a mid runner 220 - 227 will do great there and not give a soggy bottom end.

Overall runner volume definitely does not give you all the info needed. Adding a larger valve can help in some areas, but in the case of the later 241 heads actually gm had their stock valves with a second angle/back cut and gained mid lift flow. So paying attention to the seat and valve job etc area is just as important.

 

The bigger issue with a 6L vs 6.2L is the bore size 4" vs 4.065" meaning you get some more valve shrouding. But really, it just means the cam overlap needs a bit more attention, because recall that the L76 was a 6L motor with LS3-style heads. So GM made it work on both Holden and truck applications with a 4" bore...

I'd probably just run stock LS3 heads on it and cam it. You can see 450 to the tire pretty easily with a mild cam. The aftermarket heads don't pick up a ton over ported LS3 heads, which in turn, don't pick up a lot over stock when you look at mild hydraulic roller setups. Going solid roller with more lift and more RPM is where you end up making more power. But I don't know if your goals/budget include that. The LS3 heads would be cheaper than the aftermarket stuff.

But if you go aftermarket, make sure you get something with light intake valves. I think the AFR has relatively heavy intake valves. TEA's version of the TFS heads has a hollow-stem, and TSP has a hollow-stem version as well. You can make power with any of it. Whether or not you make more than say a TFS 235 or MMS 235 or even the As-Cast 225s from PRC or 220s from TFS or the ported TEA/PRC/AI LS6/5.3L heads is another story...

 

Guy on here put TFS 220s on his stock bottom end LS2 in his 2002 camaro that weighed 3400 lb with driver went 10.55 @ 130 on a hydraulic roller with factory rocker arms and a ported fast 102mm intake.
Car was a automatic as well so mph go be held back some as well. Just food for thought.

 

That's pretty impressive.

How important is valve shrouding under boost? I would think that under boost valve shrouding becomes less of an issue than it is NA.

I would like to only buy heads once. Do the LS3 heads respond to boost better than cathedral port, where they would have been worth the extra money when the car sees boost? That is the end-game for the car so I would like to buy what makes the most sense for the final solution

 

Ask Joenova.... one of the brightest and smartest turbo guys upon this forum. He is very helpful.

 

Word...…..

 

How bout a set of bare LSA or LS9 heads and build them up with awesome valves and springs?? Both fairly cheap, obviously ones more than the other

 

Both are VERY similar to LS3 heads which might be cheaper yet. LS3's actually flow a bit better than LS9's

 

Or you could get the LS3 heads and put the LS9 valve set in there. You can buy them separately, you would need 2 kits 1 per head and they come with the titanium valves, lash caps, springs and retainers and seals

 

Try getting lsa heads....they have been vaporware for a while.

One if the fastest na heads right now are the PRC. or boosted even.

 

I was looking at the CNC'd GMPP LS9 heads, since the car is going to end up being boosted but it looks like the GMPP CNC Ported LS3 and LS9 heads both carry a 276cc runner.

Edit:

The GMPP LS3 heads come with a hollow intake valve. Seems to be a cheap way to get into hollow intake valve. Complete heads are only 570 dollars each, but springs would have to be changed out, max lift is .550.

https://www.gmperformancemotor.com/parts/12629063.html These are the non CNC'd heads, so the runner is 260cc. No idea what they flow compared to the CNC ones. Can't really find any information on either of them.