Difference in cnc ported heads vs non cnc
Difference in cnc ported heads vs non cnc about how much difference is there in ls3 cnc v/s ls3 non cnc heads? going on 408 with flat tops and comp cam with 231 247 @.050 and .617 .624 lift
Are you asking about flow data, or pricing? Either one really depends on who's program the heads are cut on. Consequently the increase is substantial for both also. Unless your building a race engine, I personally wouldn't bother, as the ls3 heads flow pretty well in stock form, and its hard to justify the price of a CNC head on a daily driver.
Just have the exhaust and bowl area done. The intake side flows stupid good for a stock head but the runner is already big enough, maling it even larger may hurt your low end.
was refering to power or flow data. i can easily find price data.its not a daily driver but will see street time. going in a 81 camaro with a 4l80e 3.73 gears will also retain the fuel injection ,but havent decided on stock style or carb style throttle body.
Assuming a composite intake. With that cam...not much difference. With the appropriate cam...15-30HP depending on everything else being correct.
Horrible cam for these heads. Been there-done that.
Horrible cam for these heads. Been there-done that.
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Verdad Gallardo Maybe for a rectangular port LS7 head. I will only speak to a very similar cam I tried early on. It was a dog and almost impossible to tune for good drivability.
Ive heard the LS3 heads dont like a lot of duration
isn't 4.00" bore kinda small for them too
The stock LS3 heads have a poor EX. to IN. flow ratio and usually need 12-16
degrees more cam timing on the exhaust side. The CNC versions tend to get
that ratio in the 70-75 % in which case you wouldn't need nearly as much
split. Texas Speed, EPS, or Tick can get you dialed in on the right numbers
for what you want the engine to behave like.
degrees more cam timing on the exhaust side. The CNC versions tend to get
that ratio in the 70-75 % in which case you wouldn't need nearly as much
split. Texas Speed, EPS, or Tick can get you dialed in on the right numbers
for what you want the engine to behave like.
TECH Regular
Joined: May 2011
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I thought that was the cam you where referring to.
In our cam only LS3 I went with 231 239 .617 .624 113, it's a very "torque" cam with great mid range.
http://www.engpwrsys.com/index.php?act=viewCat&catId=19
I've run 5 or 6 cams with l92 heads going back to 2006. 18, 10, 8, 6 degrees split. The 18 was by far the worst. The 6 was very good, the 10 was a little better but also a little different. I run 8 degrees now and it's excellent in the 427. Only the 6 degree 234-240 112 +0 was conventional XE-R lobes and it was a very good all around cam. I ran ICL's at 109, 110, 111 and 112. People - 2C5S - have made very good power with as little as 2 degrees. I still think keeping the ICL in that range is where it should be. Keeping CR reasonable so you can run 28 degrees of timing is critical to making power. For me that was 11:3 - 11:4 with 93 octane.
Just my $.03 but do whatever...
Just my $.03 but do whatever...
11 Second Club
Joined: Mar 2012
Posts: 158
Likes: 15
From: fbg, tx
Ive seen some builds but some guys running boost picked up a lot of power from after market heads with different valve angle over ported stock ls3, you can increase the timing more and thats a lot of power of boosted engines.