Sending my L92 heads off to get ported. Where should they go? DYNO NUMBERS ARE IN!!!!
03-14-2016, 10:58 AM
#1
Sending my L92 heads off to get ported. Where should they go? DYNO NUMBERS ARE IN!!!! I'm sending my L92 heads off this week to get ported but I have no clue where to send them and yes I've searched. They are going on a stock displacement L92 so I don't what to go with someone that has a cnc program that hogs out the intake ports but I want them to make good power under the curve.
I've seen that most places (TEA, AI, Reher-Morrison, Lingenfelter, Frankenstein Racing Heads) have porting services in the $1000 to $1300 dollar range but then you have Texas Speed $750.
Why shouldn't I go with Texas Speed? Do you get what you pay for?
Not looking for the cheapest thing out there and power under the curve is most important but why spend $1300 when the $750 is just as good. I don't mind spending a little more money to get a better product.
I've seen that most places (TEA, AI, Reher-Morrison, Lingenfelter, Frankenstein Racing Heads) have porting services in the $1000 to $1300 dollar range but then you have Texas Speed $750.
Why shouldn't I go with Texas Speed? Do you get what you pay for?
Not looking for the cheapest thing out there and power under the curve is most important but why spend $1300 when the $750 is just as good. I don't mind spending a little more money to get a better product.
Last edited by FD3SLS1; 04-26-2016 at 07:44 AM.
03-14-2016, 11:24 AM
#2
Why shouldn't I go with Texas Speed? Do you get what you pay for?
Not looking for the cheapest thing out there and power under the curve is most important but why spend $1300 when the $750 is just as good. I don't mind spending a little more money to get a better product.
Not looking for the cheapest thing out there and power under the curve is most important but why spend $1300 when the $750 is just as good. I don't mind spending a little more money to get a better product.
03-14-2016, 01:50 PM
#5
Josh,
You can tune the combo with the camshaft also. So by going with the better heads you can run a lot less cam and make the same or more power than a bad head combo and a bigger cam. The smaller cam will drive much better and won't be so hard on the valve train. Texas speed offers what would be considered an entry level head package. They will run better than stock and for all i know it might make all the power you'd ever hope for. The difference in Our heads is the precision of the work and the port design is much better. We spend a lot more time on our products and doing so costs us more money. That is why the heads will vary in prices. You really get what you pay for. Gt Racing heads is not a known ls shop at all they are a cnc job shop for the most part but they do do some heads also.
You can tune the combo with the camshaft also. So by going with the better heads you can run a lot less cam and make the same or more power than a bad head combo and a bigger cam. The smaller cam will drive much better and won't be so hard on the valve train. Texas speed offers what would be considered an entry level head package. They will run better than stock and for all i know it might make all the power you'd ever hope for. The difference in Our heads is the precision of the work and the port design is much better. We spend a lot more time on our products and doing so costs us more money. That is why the heads will vary in prices. You really get what you pay for. Gt Racing heads is not a known ls shop at all they are a cnc job shop for the most part but they do do some heads also.
03-14-2016, 02:13 PM
#6
I helped my son pull his heads off his G8 GT this past weekend. We are packing them up tonight with the valve spring kit to send AI. I think my son did a lot of research before making his decision to go to AI.
Trending Topics
03-14-2016, 07:27 PM
#8
WHo is Greg Good? I've heard some great things about him. Alot of great reviews the past year on Frankenstien Racing Heads. His ported stock LS3s put up really impressive numbers. CamMotions' LLSR would be a nice addition too.
03-15-2016, 10:14 AM
#9
Greg Good is one bad dude. He was one of, if not the best cylinder head instructor at SAM. It was either him or Casey Snyder porting the heads when they were kicking everyone's *** in the NMCA with the Malibu and then the '99 Camaro. Chris can correct me if I'm wrong and not to take away from Chris' skills or achievements, but he was a student of one of those two guys when he went to SAM and you can see how well he's doing.
03-15-2016, 07:20 PM
#10
With my Lingenfelter cam (229* Intake duration & 6.5* overlap) my stock bottom end/stock compression LS3 put out 450HP and 400TQ to the wheels.....with 350+ torque from 3000 to 6200 RPMs.
This was important for me because the engine is in a 4300lb car ('95 Impala SS). The car pulls like a beast!
So.....why SHOULDN'T you go with Texas Speed? No reason I can thing of.
KW
03-16-2016, 08:25 AM
#12
With my Lingenfelter cam (229* Intake duration & 6.5* overlap) my stock bottom end/stock compression LS3 put out 450HP and 400TQ to the wheels.....with 350+ torque from 3000 to 6200 RPMs.
So.....why SHOULDN'T you go with Texas Speed? No reason I can thing of.
.
03-16-2016, 03:00 PM
#15
I went with Texas Speed and they did a very nice job with my heads....the same port job that you're looking at.
With my Lingenfelter cam (229* Intake duration & 6.5* overlap) my stock bottom end/stock compression LS3 put out 450HP and 400TQ to the wheels.....with 350+ torque from 3000 to 6200 RPMs.
This was important for me because the engine is in a 4300lb car ('95 Impala SS). The car pulls like a beast!
So.....why SHOULDN'T you go with Texas Speed? No reason I can thing of.
KW
With my Lingenfelter cam (229* Intake duration & 6.5* overlap) my stock bottom end/stock compression LS3 put out 450HP and 400TQ to the wheels.....with 350+ torque from 3000 to 6200 RPMs.
This was important for me because the engine is in a 4300lb car ('95 Impala SS). The car pulls like a beast!
So.....why SHOULDN'T you go with Texas Speed? No reason I can thing of.
KW
03-17-2016, 08:16 AM
#16
I wasn't chasing numbers, I was chasing performance. And if we ever get to meet, I'll give you a ride in my Impala .
03-17-2016, 02:47 PM
#17
It's in a completely different platform ('95 impala), hard to really compare that to anything. He didn't list what dyno it was on either. You really can only compare dynojets to other dynojets.
Typically a good ported ls3 head/cam combo is going to put down 490-510. Porting the ls3 heads is going to pick up about 20, mostly in the top end. You pick up a lot simply by milling them if you want a low cost option. That's all I did to mine. I added LS3 intake valves as well. $100 milling, $200 valves, $100 cometic. $400 for a pretty solid power increase.
Typically a good ported ls3 head/cam combo is going to put down 490-510. Porting the ls3 heads is going to pick up about 20, mostly in the top end. You pick up a lot simply by milling them if you want a low cost option. That's all I did to mine. I added LS3 intake valves as well. $100 milling, $200 valves, $100 cometic. $400 for a pretty solid power increase.
04-25-2016, 09:51 AM
#18
This past weekend I pulled the engine and transmission out of my car and installed a few parts.
LS3 shortblock
Ported LS3 Heads by Frankenstein racing with dual valve spring and Ti Retainers 11.0:1 compression
Ported LS3 Intake by Frankenstein racing
Ported LS2 Throttle Body by Frankenstein racing
LS3 Injectors
Custom Frankenstein racing cam 233 dur .630 lift intake 246 dur .605 lift exhaust 113 +3 LSA
SLP 25% Underdrive Pulley
ARP Rod Bolts
Melling High Pressure Oil Pump
Comp Cam Rocker Trunion Upgrade
ARP Head Bolts
Improved Racing Oil Pan Baffle
Norris Motorsports Catch Can
and a bunch of misc parts for the LS3 Swap
Also Installed
New LS7 Clutch with Flywheel
Tick Performance bronze shifter cup
Tick Performance LS7 Clutch Line
Pisnoff Brass Shifter Bushing
Home Depot Shifter Stabilizer bushings
1/4 Roll pin in shifter rod.
The engine was all ready assembled prior to this weekend but it still took me 12 hours working on sat and another 7 hrs yesterday but its done and was dropped off at the dyno this morning to get tuned.
Hoping for 500-525+ RWHP.
Video - open headers
Video - with exhaust
LS3 shortblock
Ported LS3 Heads by Frankenstein racing with dual valve spring and Ti Retainers 11.0:1 compression
Ported LS3 Intake by Frankenstein racing
Ported LS2 Throttle Body by Frankenstein racing
LS3 Injectors
Custom Frankenstein racing cam 233 dur .630 lift intake 246 dur .605 lift exhaust 113 +3 LSA
SLP 25% Underdrive Pulley
ARP Rod Bolts
Melling High Pressure Oil Pump
Comp Cam Rocker Trunion Upgrade
ARP Head Bolts
Improved Racing Oil Pan Baffle
Norris Motorsports Catch Can
and a bunch of misc parts for the LS3 Swap
Also Installed
New LS7 Clutch with Flywheel
Tick Performance bronze shifter cup
Tick Performance LS7 Clutch Line
Pisnoff Brass Shifter Bushing
Home Depot Shifter Stabilizer bushings
1/4 Roll pin in shifter rod.
The engine was all ready assembled prior to this weekend but it still took me 12 hours working on sat and another 7 hrs yesterday but its done and was dropped off at the dyno this morning to get tuned.
Hoping for 500-525+ RWHP.
Video - open headers
Video - with exhaust
04-26-2016, 07:28 AM
#19
Well I talked to the tuner yesterday and he wants to make one more pull on it today since his last pull yesterday was at 215F but it put down.
460 RWHP / 408 RWTQ.....on a Mustang Dyno which dyno about 15% lower than a dynojet. So the DynoJet Corrected Numbers are 529 RWHP/ 469 RWTQ, needless to say I'm very pleased with the results. Can't wait to drive it.
Going to try and get it on a DynoJet this weekend.
460 RWHP / 408 RWTQ.....on a Mustang Dyno which dyno about 15% lower than a dynojet. So the DynoJet Corrected Numbers are 529 RWHP/ 469 RWTQ, needless to say I'm very pleased with the results. Can't wait to drive it.
Going to try and get it on a DynoJet this weekend.