Ed Potter @ LPE

iTrader: (1)

Those are for our standard CNC version of GM castings. These new Edelbrock/Lingenfelter castings are awesome, but you'll just have to be patient.

Remember, we're talking about 2 companies that are used to doing things right, which takes a little time, but it will be well worth it when they are finished. I can tell you for a fact Jason's date is very close, I saw a pallet full of them yesterday

Ed

LPE SS

iTrader: (3)

Ed, how would these compare to the LS6 heads we talked about doing for my new motor? If we can turn the horsepower dial up a few more notches, you better sign me up for a set of those .

Brent

silverTA2002

iTrader: (1)

How could I confuse the two? I dunno, same company?

New heads:


The heads I confused them with:


Look pretty similar (go figure). No biggie, I was wrong.

GuitsBoy

iTrader: (4)

Look at the combustion chambers. The top is a figure eight, while the bottom is a heart shape.

marine02ss

iTrader: (3)

They look good,but I would'nt change them for my Afr's

leaftye

Exactly! Double quench pads versus single quench pads. Quench pads are the first things I looked for.

silverTA2002

iTrader: (1)

Interesting. Although I did notice it when I posted the pictures back to back.

So, what does this mean/do for power?

Why would one be better than the other? And if one IS better, why doesn't everyone do them the same way?

leaftye

The quench pads are a highly squishable area in the combustion chamber. The air/fuel in this area is practically shot out of there and across the chamber, causing the mixture to burn very quickly, and often more fully as well. There's a side benefit of having less carbon buildup in the chambers as well.

Why doesn't everyone do it? I dunno, why did the Corvette engineers make a new crank bolt that comes loose on the LS2 when they had one that'd been working pretty well on the LS1 for almost a decade? Why did they create a brand new LS2 intake for a bigger and more powerful engine when it produces less power than the intake (LS6) that came before it? I don't have a good answer, but it sure would be nice if Corvette things only got better, and never got worse over time...but if the Corvette Boy's Dream commercial is any indication, dreaming would be banned by GM if they could manage it.

Sorry, rant mode off.

firefighter

Soooooo whats up with these things?

Mirek

No news is not usually good news.

firefighter

These guys need to ball up don't let Dart get all the attention.

leaftye

Then there's ET at the extreme opposite end of the spectrum...

Cary@Perf-Induction

iTrader: (1)

Jason sent us a casting the other day. Bout the heaviest head I've had from them so far, not a bad thing, gives us room to work. This will be a nice alternative to using the ls6 castings. Good job guys.

MAXIMO

iTrader: (14)

Yes Im a guy on a budget. Need to see price. If its too expensive then. No way. Well maybe depends on the flow #'s

firefighter

I think I'll prolly go with these the two companies involved just make me feel all warm and fuzzy. I've just had good luck with both of these companies in the past.

firefighter

Wow am I the only one who wonders what the F'k is going on with these F'n things I mean are the Darts the only ones anybody is thinking about.

knock, knock
Hello EDELBROCK is anybody home?

SStrokerAce

iTrader: (2)

Funny power numbers, TQ curves and track times are what really count, I do agree that Price for what you get matters as well.

Bret

jasonsny

Edelbrock Cylinder Head Specification Sheet
Part number: 61969 Edelbrock/Lingenfelter CNC heads for Gen III engines
Material: aluminum alloy 356T6
Chamber: CNC ported 65cc
Intake seat: 2.10" x 0.431" x 1.818"i.d. PM
Intake valve: SS 2.02" x 45° x 30° x 10° x R.312" x 8mm x 4.88" OAL
Intake axis-deck intersection x = -0.820" y = -0.024" from bore center
Intake valve axis angles: 15° in-line (factory stock)
Intake guide: 0.500" x 2.100" CDA 674 manganese bronze
Intake port volume: CNC ported 202cc
Intake port opening: 2.78" x 1.13" x 0.25"R cathedral (stock intake)
Intake gasket: stock

Intake flow 3.900" bore / 28" / R.300" entry / Lingenfelter SF 600 bench
0.200" 141.0 cfm
0.300" 200.3 cfm
0.400" 245.1 cfm
0.450" 264.8 cfm
0.500" 282.0 cfm
0.550" 294.6 cfm
0.600" 300.5 cfm

Exhaust seat: 1.60" x 0.409" x 1.30"i.d. PM
Exhaust valve: SS 1.57" x 45° x 25° x R.375" x 8mm x 4.92" OAL
Exhaust axis-deck intersection x = 1.090" y = -0.024" from bore center
Exhaust valve angles: 15° in-line (factory stock)
Exhaust guide: 0.500" x 2.100" CDA 674 manganese bronze
Exhaust port volume: CNC ported 83cc
Exhaust port exit: 1 3/4" min. stock/aftermarket header
Exhaust gasket: stock

Exhaust flow 3.900" bore / 28" / no pipe / Lingenfelter SF 600 bench0.200" 114.6 cfm
0.300" 162.3 cfm
0.400" 196.3 cfm
0.450" 202.6 cfm
0.500" 208.6 cfm
0.550" 213.7 cfm
0.600" 216.9 cfm

Valve axis spacing: 1.91"
Springs: Comp Cams 918 beehive single (blue stripe)
Spring pockets: 1.36", can be cut to 1.56"
Spring cups: none
Retainers: Lingenfelter XX08735-0008 titanium
Locks: Lingenfelter 7°
Valve train: stock shaft rocker system
Rocker stand bolts: ARP xxx-xxxx or stock (shortened)
Valve seals: Spring loaded Viton lip seal design
Spark Plugs: 14mm x 0.750" reach gasketed
Manifold: stock/aftermarket LS-1 or LS-6
Milling: .050" max flat mill (.007" = 1cc)
Head gasket set: GM 97-01 #12498543 (OR) GM 02-later #12498544
Head bolt column heights: 5 x 1.61", 5 x 1.62", 5 x 0.98"
Pistons: stock or aftermarket (check piston to valve)
Block: stock
Weight: 28lbs.

xthephilx

iTrader: (1)

Kinda newb question, but why are the intake flow numbers so much higher than exhaust flow numbers? Does the air/fuel mixture decrease in size when its detonated?

Richiec77

iTrader: (3)

Intake needs more help than the Exhaust. The exhaust pushes itself out of the chamber, Intake has to be pulled in by vacum.