Hot Rod tested 8 ported LS3/L92 heads!
12-12-2010, 09:01 PM
#21
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I put together a table for everybody to see the comparison, definately recommend buying the magazine to see the dyno graphs and Fast/Carb comparo.
Really shows that CFM numbers and port sizes mean very little to the actual power they will put down. The SDPC heads are definately considered the winner IMO.
Really shows that CFM numbers and port sizes mean very little to the actual power they will put down. The SDPC heads are definately considered the winner IMO.
12-13-2010, 11:38 AM
#24
HMMMmmmmmmm,
now take the same 468 shortblock with 12.2 comp,same basic cam,and throw a quality 245cc cathedral port head onit,with a good ported super vic intake and a diminator and lets see how close the number will be
id bet closer than you think
now take the same 468 shortblock with 12.2 comp,same basic cam,and throw a quality 245cc cathedral port head onit,with a good ported super vic intake and a diminator and lets see how close the number will be
id bet closer than you think
12-13-2010, 12:51 PM
#26
Although WCCH does awesome work, they also had a bigger intake valve and slightly bigger exhaust valves. All of the GM cast heads performed pretty respectable some were better in other places than others and the consumer that buys these will not be disappointed thats for sure! GMPP 1500, SDCP 1520 and LPE for 1600 bux damn! Thats cheaper than my as cast TFS heads that I had!
12-13-2010, 03:16 PM
#28
I can only find the catherdral port head article here http://www.hotrod.com/techarticles/e...est/index.html
... Plus they sponsor the Hot Rod Power Tour, the Hot Rod Drag Week and a few other kool events during the year... support your hobby/sport before the dam government outlaws everything you love and care about..
Last edited by slt200mph; 12-13-2010 at 03:36 PM.
12-13-2010, 03:20 PM
#29
I put together a table for everybody to see the comparison, definately recommend buying the magazine to see the dyno graphs and Fast/Carb comparo.
Really shows that CFM numbers and port sizes mean very little to the actual power they will put down. The SDPC heads are definately considered the winner IMO.
Really shows that CFM numbers and port sizes mean very little to the actual power they will put down. The SDPC heads are definately considered the winner IMO.
12-13-2010, 03:58 PM
#30
Although WCCH does awesome work, they also had a bigger intake valve and slightly bigger exhaust valves. All of the GM cast heads performed pretty respectable some were better in other places than others and the consumer that buys these will not be disappointed thats for sure! GMPP 1500, SDCP 1520 and LPE for 1600 bux damn! Thats cheaper than my as cast TFS heads that I had!
12-13-2010, 04:21 PM
#32
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Flow is over-rated. The 12* style combustion chamber is worth more power than anyone even bothers to mention.
EDIT: GMPP is a good deal, but most of those other heads come with performance: springs, locks, TI retainers, performance seals, ect where the GMPP comes with OE parts. It should be added to the cost.
EDIT: GMPP is a good deal, but most of those other heads come with performance: springs, locks, TI retainers, performance seals, ect where the GMPP comes with OE parts. It should be added to the cost.
12-13-2010, 05:30 PM
#33
One thing I feel is unfair in the test is the fact they used the Mast large bore heads instead of their medium bore heads. Obviously the large bore ones will flow more and make some more hp. A true test would've kept the constant variable of all them fitting on a 4" bore. Too bad the wcch stage 3's were not tested. I bet they would've performed right with the Mast heads.
12-13-2010, 07:24 PM
#36
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Flow is over-rated. The 12* style combustion chamber is worth more power than anyone even bothers to mention.
EDIT: GMPP is a good deal, but most of those other heads come with performance: springs, locks, TI retainers, performance seals, ect where the GMPP comes with OE parts. It should be added to the cost.
EDIT: GMPP is a good deal, but most of those other heads come with performance: springs, locks, TI retainers, performance seals, ect where the GMPP comes with OE parts. It should be added to the cost.
100% agree - Having the 12 degree head wasn't playing equal to the others. If that was the case they should of included WCCH LS7's or the ALL-PRO's Both are 12* heads that have been around for some time.
My guess All-Pro would get them all
12-13-2010, 08:37 PM
#37
Interesting to me that the TEA heads flowed so well everywhere, but yet wasn't at the very top of the stock valve diameter heap. I think it goes back to dyno correction factors. Dyno one in the cool of the night, another during the heat of the day, correction factors only go so far...
12-13-2010, 09:17 PM
#38
Very surprised to see how well the budget SDPC heads did...pretty good value. Remember guys, this is a car mag, and while you can't totally throw out the results, limiting the selection of heads, dyno variation, etc etc do limit the ABSOLUTE validity. Just like a clinical trial, unless you control for EVERYTHING, its really tought to say its 100%. Still very good info and adds to the wealth of LSX info out there to help folks make intelligent choices.
12-13-2010, 09:51 PM
#39
One thing I feel is unfair in the test is the fact they used the Mast large bore heads instead of their medium bore heads. Obviously the large bore ones will flow more and make some more hp. A true test would've kept the constant variable of all them fitting on a 4" bore. Too bad the wcch stage 3's were not tested. I bet they would've performed right with the Mast heads.