Will the L92 head/L76 intake combo render other H/C combos obsolete?
10-25-2006, 11:23 PM
#42
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Originally Posted by Cop Car
like on the old 69 Z28s? the cross ram.. now that would be freaking sweet
10-25-2006, 11:34 PM
#43
Originally Posted by SSilverSSurfer
will the LS7 intake work on the L92 heads? or only the L76/L92 intake will work on the L92 heads?
All are different than the LS7's.
Hope this helps.
Richard
10-25-2006, 11:43 PM
#44
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Originally Posted by Richard@WCCH
The LS7 intake will only work on heads that have ls7 bolt holes in them. They're in a different location than the L76/L92 heads. It appears that the LS1/LS6 heads share the same intake bolt location as the L76/L92 intakes.
All are different than the LS7's.
Hope this helps.
Richard
All are different than the LS7's.
Hope this helps.
Richard
10-26-2006, 06:08 PM
#45
[QUOTE=sr71bbjr] how's it bad info
maybe for certain combos or large cubes but IMO a higher velocity head will make more power under the curve than a large runner head like the L92 will IMO on motors < 380CI. If I'm wrong I'm wrong, but it's a freaking public forum Einstein!
I'm very interested in this as the bang for the $$$ is definately there. Once porters come around and can open up the exhaust, which to my knowledge is the weakpoint of the head from what I read, this will be an awesome head. Maybe the combo of the head and intake will own everything, but until we get some results on C6 vettes and LS2 GTO's with stock cubes I think it'd be premature to say everything else is obsolete b/c ETP 215's and AFR 205's are pretty good heads already!
Originally Posted by CoronaL
thought the intake volumes were huge which could hurt velocity, much like a huge hogged port job on a LS6 head vs an AFR205, the AFR will make more power all around.
You need to read alittle more before you post bad info..
You need to read alittle more before you post bad info..
maybe for certain combos or large cubes but IMO a higher velocity head will make more power under the curve than a large runner head like the L92 will IMO on motors < 380CI. If I'm wrong I'm wrong, but it's a freaking public forum Einstein!
I'm very interested in this as the bang for the $$$ is definately there. Once porters come around and can open up the exhaust, which to my knowledge is the weakpoint of the head from what I read, this will be an awesome head. Maybe the combo of the head and intake will own everything, but until we get some results on C6 vettes and LS2 GTO's with stock cubes I think it'd be premature to say everything else is obsolete b/c ETP 215's and AFR 205's are pretty good heads already!
10-26-2006, 11:32 PM
#46
Yeah you need to learn more about cylinder heads....
When it's all said and done a ported L92 will only cost less than a all out AFR, FAST 90 setup it's only going to be "cheap" if you bolt on stock parts unmodified.
A AFR or any cathedral ETP will get smoked for the money with a ported L92 head.
Bret
When it's all said and done a ported L92 will only cost less than a all out AFR, FAST 90 setup it's only going to be "cheap" if you bolt on stock parts unmodified.
A AFR or any cathedral ETP will get smoked for the money with a ported L92 head.
Bret
10-27-2006, 08:12 AM
#49
Originally Posted by SStrokerAce
Yeah you need to learn more about cylinder heads....
When it's all said and done a ported L92 will only cost less than a all out AFR, FAST 90 setup it's only going to be "cheap" if you bolt on stock parts unmodified.
A AFR or any cathedral ETP will get smoked for the money with a ported L92 head.
Bret
When it's all said and done a ported L92 will only cost less than a all out AFR, FAST 90 setup it's only going to be "cheap" if you bolt on stock parts unmodified.
A AFR or any cathedral ETP will get smoked for the money with a ported L92 head.
Bret
However, please enlighten me with a few explanations as to your thoughts on how the L76/L92 combo will outperform say even a LS6/ported LS2 intake and AFR205 or ETP 215's on a Daily driver LS2 vette with a 226/230 or a 228/232 cam. Again, peak HP not as important to me as area under the curve and the "total" package. I think you'd agree that peak HP doesn't always make the best combo.
thx
10-27-2006, 10:37 AM
#50
The good thing about the L92's is the quality of the air.... the port sizing is larger than normal, but it has a few things going for it that will not make that matter.
1. A long head port, we are talking about 5.75"+ long, a LS6 port is about 5.35" long, so there is a place for that volume to go.
2. Good velocity profile, means the air quality is good and it makes the port act more efficient and smaller.
3. Large short side radius shape and port design. The entrance is well off the deck of the head so the port will naturally want to be larger.
All this adds up to making more power with the same duration cams, or even better less duration cams. This will allow you to have more area under the curve.
I'm building my street motor out of a LS2 block, ported L92's, Stock LS6 crank, L76 intake and a 220° @ .050" cam or less. I've made high 500's on a SBC with cams like this so I'd like to see 600hp out of this. Basically a super strong daily driver for nice days and roadtrips.
The one issue is I think these heads will be thrown on a CNC machine like a Thai hooker, and just run through and turn into the $999 specials, that will be a shame, because a well done package and a head porter who wants to get paid for his work would put these in about twice that amount and actually show the potential of the heads.
Bret
1. A long head port, we are talking about 5.75"+ long, a LS6 port is about 5.35" long, so there is a place for that volume to go.
2. Good velocity profile, means the air quality is good and it makes the port act more efficient and smaller.
3. Large short side radius shape and port design. The entrance is well off the deck of the head so the port will naturally want to be larger.
All this adds up to making more power with the same duration cams, or even better less duration cams. This will allow you to have more area under the curve.
I'm building my street motor out of a LS2 block, ported L92's, Stock LS6 crank, L76 intake and a 220° @ .050" cam or less. I've made high 500's on a SBC with cams like this so I'd like to see 600hp out of this. Basically a super strong daily driver for nice days and roadtrips.
The one issue is I think these heads will be thrown on a CNC machine like a Thai hooker, and just run through and turn into the $999 specials, that will be a shame, because a well done package and a head porter who wants to get paid for his work would put these in about twice that amount and actually show the potential of the heads.
Bret
10-27-2006, 11:04 AM
#52
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Originally Posted by WKMCD
Ok, so if I were to build a 402 w/ 11.9 SCR and 8.7-8.8 DCR running a fancy cam with stock L92/L76 setup.....How much RWHP do you think this combination would put out?
a freaking **** load!! hahah
10-27-2006, 04:26 PM
#53
Originally Posted by SStrokerAce
The one issue is I think these heads will be thrown on a CNC machine like a Thai hooker, and just run through and turn into the $999 specials, that will be a shame, because a well done package and a head porter who wants to get paid for his work would put these in about twice that amount and actually show the potential of the heads.
Bret
Bret
10-28-2006, 01:40 AM
#54
Originally Posted by SStrokerAce
The good thing about the L92's is the quality of the air.... the port sizing is larger than normal, but it has a few things going for it that will not make that matter.
1. A long head port, we are talking about 5.75"+ long, a LS6 port is about 5.35" long, so there is a place for that volume to go.
2. Good velocity profile, means the air quality is good and it makes the port act more efficient and smaller.
3. Large short side radius shape and port design. The entrance is well off the deck of the head so the port will naturally want to be larger.
All this adds up to making more power with the same duration cams, or even better less duration cams. This will allow you to have more area under the curve.
I'm building my street motor out of a LS2 block, ported L92's, Stock LS6 crank, L76 intake and a 220° @ .050" cam or less. I've made high 500's on a SBC with cams like this so I'd like to see 600hp out of this. Basically a super strong daily driver for nice days and roadtrips.
The one issue is I think these heads will be thrown on a CNC machine like a Thai hooker, and just run through and turn into the $999 specials, that will be a shame, because a well done package and a head porter who wants to get paid for his work would put these in about twice that amount and actually show the potential of the heads.
Bret
1. A long head port, we are talking about 5.75"+ long, a LS6 port is about 5.35" long, so there is a place for that volume to go.
2. Good velocity profile, means the air quality is good and it makes the port act more efficient and smaller.
3. Large short side radius shape and port design. The entrance is well off the deck of the head so the port will naturally want to be larger.
All this adds up to making more power with the same duration cams, or even better less duration cams. This will allow you to have more area under the curve.
I'm building my street motor out of a LS2 block, ported L92's, Stock LS6 crank, L76 intake and a 220° @ .050" cam or less. I've made high 500's on a SBC with cams like this so I'd like to see 600hp out of this. Basically a super strong daily driver for nice days and roadtrips.
The one issue is I think these heads will be thrown on a CNC machine like a Thai hooker, and just run through and turn into the $999 specials, that will be a shame, because a well done package and a head porter who wants to get paid for his work would put these in about twice that amount and actually show the potential of the heads.
Bret
makes some sense, just wish I understood all of what you said, but alas it's not my job
. I try to fix people not cars, but I sure like to play with cars, and my wife only let's me play with her and that is once in a blue moon 
grrrrrrrr
10-28-2006, 04:53 PM
#56
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Bret, with a 370ci nitrous motor with the L92 heads, stock valves, unvalved, solid roller with the L76 manifold, you think that setup would be good enough with the right amount of nitrous and chasis to get 8s? with cathedral heads it requires atleast $2k in heads and a single plane to get that done...whatta you think?
10-28-2006, 05:47 PM
#57
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Originally Posted by CoronaL
ty for explanation
makes some sense, just wish I understood all of what you said, but alas it's not my job. I try to fix people not cars, but I sure like to play with cars, and my wife only let's me play with her and that is once in a blue moon
grrrrrrrr
makes some sense, just wish I understood all of what you said, but alas it's not my job
. I try to fix people not cars, but I sure like to play with cars, and my wife only let's me play with her and that is once in a blue moon grrrrrrrr
10-28-2006, 09:07 PM
#58
Originally Posted by skipperbisket
Bret, with a 370ci nitrous motor with the L92 heads, stock valves, unvalved, solid roller with the L76 manifold, you think that setup would be good enough with the right amount of nitrous and chasis to get 8s? with cathedral heads it requires atleast $2k in heads and a single plane to get that done...whatta you think?
What you want to do is not cheap.... stock valves I wouldn't throw SR pressures at and you have to weld up the spring pads before porting to get them to hold the springs.
The 370 will be fine only if you have a 6.0L Iron block in hand, if not save the weight and use a LS2 motor. Cheapest weight drop you are going to get.
Domes are going to be needed to get the compression, Shaft Mounts for the SR valvetrain and aftermarket valves....
The castings will be cheaper to start with than the aftermarket stuff which is similar but that's about it if you want it to live.
Bret
