Got a set of TEA ported 243 heads with a 225cc intake runners and stock sized valves. I was planning on putting these on my stock cubed LS2 with a decent cam and FAST 102, but plans have changed and will now be going with a stroker shortblock instead (402ci).

Would these heads along with the FAST 102 and a medium cam still be a good match with the bigger cubes now? Not planning on building a radical engine that screams to 7500+ rpm, but I still don't want to be choking the crap out of it.

My other option is to sell these and fund some LS3 heads with a valve job/mill and put those on the same shortblock. I know they flow much better overall, but that's usually done on a 4.065 bore and not on a 4.000 bore.

Unfortunately the funds are not going to be there for better heads just yet, so have to pick between one of these guys. Would rather just keep the heads I have now to spare all the extra work, but want to see what the better choice is here.

 

Nothing wrong with 243s on a street car, even a 400" one. Save for a set of aftermarket cathedrals in the future

 

I love LS1tech.....We all try to help everyone it kind of reminds me of a 911 call center...... here's your answer...hope you like it.....

Knowing we will be running a plethora of performance heads that exceed 300 cfm (enough flow to easily support more than 600 hp), we needed something more than your run-of-the-mill LS1 crate motor. To that end, we assembled a 408 stroker that offers more cubes, more cam, and more compression than a stock LS1, LS2, or even LS6. The 408 has a 4.00-inch forged-steel crank, matching connecting rods, and forged, dish-top pistons from Probe Racing. Wanting to tax the flow capacity of the cylinder heads, we installed an aggressive hydraulic roller cam from Comp Cams. The LSR cathedral-port profile offers 0.624 lift (with 1.7:1 rocker ratio), 239/247 duration (at 0.050), and a 114-degree lobe-separation angle. The lift was slightly higher with the 1.72 roller rockers run on most of the heads.


TEA LS6

Retail price: $1,320 (porting on customer-supplied head castings)
Intake valve size: 2.055
Exhaust valve size: 1.575
Intake port volume: 226 cc
Exhaust port volume: 78 cc
Chamber volume: 63 cc
Peak power: 618.1 hp at 6,300 rpm
Peak torque: 555.3 lb-ft at 5,400 rpm
Average horsepower (3,000-6,500): 476.1 hp
Average torque (3,000-6,500): 521.8 lb-ft
Torque at 4,000 rpm: 515.1 lb-ft

FLOW DATA: CFM (AT 28 INCHES)
LIFT INTAKE EXHAUST
0.050 33 26
0.100 66 60
0.200 144 118
0.300 214 163
0.400 269 199
0.500 310 223
0.600 329 235
0.650 330 230
0.700 310 231

Ultimate Chevrolet Ls Cylinder Head Test Tea Ls6 Dyno

It seems like just about everyone with a grinder offers ported stock LS1/2/6 heads, so naturally we had to choose at least one set for our test. It didn't make much sense to have 20 to 30 sets of ported LS1/2/6 heads, so we decided to pick one set to represent what was possible with the factory castings. Naturally, we selected the cream of the crop in terms of factory castings-the LS6 head. Our ported LS6 heads came from the flow wizards at Total Engine Airflow. The TEA Stage 2 heads featured the requisite CNC porting, a 2.055/1.575 valve package, and 63cc combustion chambers. As delivered from TEA, the LS6 heads offer 330 cfm combined with impressive midlift flow numbers. It bears mentioning that the ported LS6 head was the lightest of the bunch, which as you know is the same as offering more power. Down just a few horsepower compared with the best of the bunch, porting a set of stock heads is obviously a very cost-effective alternative to purchasing new castings-especially if you already own a set of LS6 heads.

Read more: http://www.hotrod.com/techarticles/e...#ixzz2dN5XOqKe

 

Especially since they are TEA ported. Should make a very powerful street engine.

 

If you doubt 243s would be big enough, READ the link LilJohn provided. That article convinced my to find some 243s for a future Ls3 416 build. REad this thread and you will be convinced https://ls1tech.com/forums/dynamomet...r-1x3-4-a.html

 

That was a good 1.... 522rwhp and over 500lb-tq yeah.....with that cam ....I can't even think about what Martin gave me for my 408.....715 lift... low 250's and 112+5 ...All 408's are good for 500rwhp with cam&heads, intake and exhaust are icing on the cake....Dailed in right 550rwhp is not out of the ?

 

The stock valves will likely hold you back, but I would think it would still make great overall power. Not sure what you mean by a "mild cam", but you could go a little bigger to try and make up for the smaller valves.

 

Agree'd. IIRC, TEA replaces them with 2.04"

 

In the OP 1st post he states that he has stock valves. Which makes them the stage 1 heads. The stage 2 heads have the 2.04 valve. Either way I still see this motor making a good broad torque curve with good hp across the board to match. That's all depending on cam choice too.

 

Hmm didn't think the small valves were that big of an issue. I stayed with the stock ones because they were true LS6 heads with the hollow stem valves.

I may look into turning down some LS3 valves to 2.08 and putting them on. That should be a good bump in flow correct?

 

You'll likely just see a bump in the low and mid lift numbers, not so much above .400" or so.

 

They have a stage 2 that gives you a little bit bigger valve, which I have on my 402, they can also do a 4 inch bore port job that removes material around the valves to help un-shroud them. I did not get the 4 inch bore port job done on mine, found out after the heads were done. My heads are the 799's.

 

The funny thing about any ls head......intake choices...with heads ported you will also need to give it the new amount of air required. No good to have the heads ported with any choice of head and then kill yourself with stock intake......i have no hood problems so i choose Vic Jr. although most people want mid range tq a good Fast intake or ported ls6 intake. Have TEA go thru them and set them up for your 402 engine build.....intake&cam .........500+ rwhp....

 

I have TSP 243 Heads on my 402 and made 502 RWHP / 486 Torq. Never had a issues running them and leaving them on with my Turbo setup.

 

I came across this searching for something. Did you ever go with the 402 and the TEA heads?

I was thinking about doing this last year with my stage 2 heads and a 402. Brian Tooley told me to stay with my heads on a 416 unless I was willing to move to TFS 245s. Otherwise, there'd be no point. LS3 heads included.

I also talked to TEA and they do have a Stage 3 upgrade program. They move to 2.08/1.60 valves, do a new valve job, retain the 225cc port, and hand blend. Greg @ TEA said those were good for about 30cfm more. So probably much closer to a TFS 235 head in flow except at the midlifts (which is where power is made). So if I could get close to a TFS 235 head with a stock casting, that'd be insane. But as shown in the Hot Rod article, that's not a pipe dream. I think the plastic intakes homogenize things so much that I might be spending money on 10HP to be honest. But the 2.08/1.60 fits the 4" bore better... actually fits the 4.07" bore even better for velocity/flow ratio.

Anyway, been thinking of sending my heads back and doing them with the 402. I bet with the Stage 3 upgrades and a 244 114 type of cam, I could see 530-540 through a locked A4 with 500tq. I just wonder if I'd only be 520/490 with my heads now. Which still would be pretty strong.

Btw, the flow numbers on the Stage 3s were as follows at .400 and .600:

Lift Intake Exhaust
.400 269 233
.600 346 270