largeitalian

Lookin at a set of heads...they are LS6 TSP Heads stage 1.5. 243 castings with less then 9k on them. Sodium lightweight valves. Springs good to 550 lift and are brand new, never run. milled to 58 cc. On a stock motor should be close to 11:1 CR. You will need locks and retainers. Heads were inspected and valve job is still perfect.

Im running a 1997 c5 ls1 with tr224r cam, LT headers, and CAI. These sound like a good set of heads for me? What would be a good price?

largeitalian

specs on cam are 224/224 581/581 112

hammertime

iTrader: (1)

1) 58cc is awful small for your cam, unless you have forged pistons with valve reliefs. You would need to run that cam on a 114* ICL angle to get by, and with stock .053 thick gaskets. Any more advance or thinner gasket & your DCR will be too high for 93 octane pump fuel .

2) Even the lower lift TR224 cam is going to require a valve spring upgrade

Sounds to me like someone had a bigger cam, upgraded their heads, and kept all the old valvetain components to make a complete head. What is left over seems to be some mismatched parts (i.e. - you would never need that small of a chamber with valve springs that mild). If you can get them for a song, great. Keep in mind you need at least some Patriot springs or Comp 918's to work with your cam.

Otherwise, I say pass.

Good Luck!

largeitalian

he wants $450 for em so I thought that was cheap thats why im considering..but new springs might make it not worth it.

hammertime

iTrader: (1)

and that is the TSP 224R cam.

Thunder Racing's 99-TR224/224-112 has .563/.563 lift

EDIT

You can get PRC Dual Springs and Titanium Retainers for $289.99, which is cheaper than the 918's and leaves you room to upgrade the cam later.

You will probably need shorter pushrods to account for the milling of the heads. An exception would be if you had inadequate preload before and adding another .030 or so may quiet the valvetrain, or if the chambers are welded, instead of milled.

largeitalian

Oh ok sorry yea its the Thunder Racing one. So still no though you say?

hammertime

iTrader: (1)

I wouldn't unless you run a larger cam or have a way to open the chambers. The compression would be very high, and running a thicker gasket to compensate for the small chambers will open the door for detonation.

If you want to run a 234+ cam & notch your pistons for some valve clearance, you could get away with a proper .040 thick gasket. Then those heads would be the hot ticket on a budget.

PREDATOR-Z

Too much DCR, but if your description is correct, good heads for that price.

Only trick you will have to flycut to clear cam and equalise your DCR/SCR.

largeitalian

so if I flycut I could run them? any rwhp/torque estimates?

PREDATOR-Z

Properly tuned, 420 +/- rwhp

largeitalian

seller sent me this...

Originally Posted by largeitalian
do you think I would have to flycut to clear? im running a tr224r like I mentioned.

NOPE!!! I can send you pics of the pistons right now as (im taking a break and just about to pull the motor out) there were no clearance issues when i ran a bigger cam, 232-236 comp cam. Stock gm head gasket, stock length push rods.

think its legit?

PREDATOR-Z

It is not clearance we are talking about it is dynamic compression ratio. If your DCR is too high, you'll be running into detonation issues which will force you to do this;

1- Run high octane fuel all the time (loss of money)
2- Run colder plug than necessary (loss of power)
3- reduce spark advance (loss of power)

If not monitored carefuly, a motor that detonates can self destruct in a matter of minutes (worst scenario but it has happened)

So staying in the 8.5 range for 91/92 octane and 8.7 93/94 octane is a safer bet unless you have constant high grade high octane available.

hammertime

iTrader: (1)

I would take your friends opinion with a grain a salt. Comp XE-R and LSK lobes are both ground on a smaller base circle than a stock LS1 cam. If he was in fact running that cam with stock gaskets and stock length pushrods, his car had to sound like a sewing machine. That setup should have required a longer pushrod to establish the proper preload on the lifters.

But, his post did point out that he was at least running a larger cam, bleeding off more compression than your 224R would due to the later intake valve closing point. I'm surprised he didn't have clearance problems with that cam and such a small combustion chamber. Depending on the LSA and ICL, he had to be close.

Good Luck!