Precision Race Components Ported 6.2L Cylinder Heads Almost Ready!
12-05-2006, 06:19 PM
#101
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Originally Posted by Beast96Z
5.3 heads work because they have the same port as the LS-1. No diffrence there. The combustion chamber is smaller, which gives it more compression, but a stock LS1 head with the same porting will produce the same results. There's no runner diffrence. Runner and chamber volume is one of the last aspects of a head. While it's nice to have a small port, it's not the end of the world if it isn't. If you know what your doing, you don't have to have a magical volume. Obviouslly you didn't read the article in gmhtp that showed the L92/L76 combo out performing the LS2 heads and intake by 44 hp. While it may not be alot on a engine dyno, it's a gain non the less.The runner volume of the L92 is much bigger than the LS6, yet it gained power across the board on a 364. FWIW, the L92 heads won't even work on a 383 or 392 because the bore is to small. LS2, iron or resleeved 4" is the minimum for these heads.
12-05-2006, 06:33 PM
#102
Originally Posted by 66deuce
well said.everybody is hung up on runner volume.blah blah... it's getting the cross section of the port right,not so much volume...
12-05-2006, 06:45 PM
#103
If the L92 is good enough for GM to put it on a 6.0L truck (Vortec Max), then they must have faith in the casting's ability to produce low speed grunt for towing. That's probably good enough to consider them for a performance build on anything with a 4" bore or larger. 
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
12-05-2006, 07:09 PM
#104
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Originally Posted by GuitsBoy
As long as the taper is comparable, runner volume is a good indicator of cross section. They should be relatively proportional.
12-05-2006, 07:12 PM
#105
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Originally Posted by Patrick G
If the L92 is good enough for GM to put it on a 6.0L truck (Vortec Max), then they must have faith in the casting's ability to produce low speed grunt for towing. That's probably good enough to consider them for a performance build on anything with a 4" bore or larger.
12-06-2006, 02:50 AM
#106
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Originally Posted by Patrick G
If the L92 is good enough for GM to put it on a 6.0L truck (Vortec Max), then they must have faith in the casting's ability to produce low speed grunt for towing. That's probably good enough to consider them for a performance build on anything with a 4" bore or larger.
Too soon to say for sure which of the two, or both is responsible.
12-06-2006, 02:56 AM
#107
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Originally Posted by ringram
But how much of this is due to the long tall runners on the truck intake!?
Too soon to say for sure which of the two, or both is responsible.
Too soon to say for sure which of the two, or both is responsible.
12-06-2006, 08:26 AM
#108
Originally Posted by Wnts2Go10O
well look how long the runners are. yea theyre are huge by volume and area but part of it is from the runners length. when compared to an sbc head, youll see what i mean. the runners volume tells about 1/10th the story of these heads.
The 5.3L with cathedral ports will be outclassed leaving the L92-headed motors to carry the torch.
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
12-06-2006, 10:37 AM
#109
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Originally Posted by Patrick G
That's right. When you have a higher roof and a better short turn radius, typically you're going to have a longer port runner...so even with the same cross sectional area, your port volume is going to be higher. I don't think GM would have spent millions on the new truck head for it to be a slug down low. Too much is at stake right now...especially with Toyota's Tundra rumored to be making around 400 hp. The 5.3L with cathedral ports will be outclassed leaving the L92-headed motors to carry the torch.
The 5.3L with cathedral ports will be outclassed leaving the L92-headed motors to carry the torch.GM often previews changes and new designs in a limited volume. It worked that way with the Northstar, the LS1, the LS7, the 6L80E trans and now the L92. It gives some exclusivitiy for a bit, but more importantly, it allows production to ramp up gradually. GM rarely does something very different and keeps it low volume unless they charge big bucks for it. The blown Northstar is an example of high dollar limited use.
As do most, I expect to see the LS7 in something besides the Vette.
Last edited by Old SStroker; 12-07-2006 at 10:45 AM.
12-06-2006, 01:53 PM
#110
I don't think you will see the LS7 in anything else...the limiting factor in production of the Z06 is the supply of motors..they have a hard enough time trying to produce enough for the producion of the Z06 and crate engines for GMPP..the rumor is that the LS7 maybe replaced with something more emmision friendly too (smaller w\FI) ..there are new fed emmisions requirments coming in 2008..all in all it is doubtfull that hand build limited production engines like the LS7 are not going to be produced in large mass quanitites for another vehicle ..
12-06-2006, 04:44 PM
#111
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Originally Posted by Beast96Z
5.3 heads work because they have the same port as the LS-1. No diffrence there. The combustion chamber is smaller, which gives it more compression, but a stock LS1 head with the same porting will produce the same results. There's no runner diffrence. Runner and chamber volume is one of the last aspects of a head. While it's nice to have a small port, it's not the end of the world if it isn't. If you know what your doing, you don't have to have a magical volume. Obviouslly you didn't read the article in gmhtp that showed the L92/L76 combo out performing the LS2 heads and intake by 44 hp. While it may not be alot on a engine dyno, it's a gain non the less.The runner volume of the L92 is much bigger than the LS6, yet it gained power across the board on a 364. FWIW, the L92 heads won't even work on a 383 or 392 because the bore is to small. LS2, iron or resleeved 4" is the minimum for these heads.
I personally am wiating to see how these heads ferret out in testing. My only concern is valve spring pocket strength as that area gets very thin around the end of the Valve guide boss on the l92 heads.
12-06-2006, 04:57 PM
#112
Originally Posted by Sean Collins
actually the 5.3 heads have a better short side turn due to the fact that the port throat as the short side turn approaching the seat is chocked down more on those castings. So most good CNC porters can actually get better results with those heads then with a 243 or for that matter a 241 or any other head avialable from the factory. the compression is a nice plus as well.
I personally am wiating to see how these heads ferret out in testing. My only concern is valve spring pocket strength as that area gets very thin around the end of the Valve guide boss on the l92 heads.
I personally am wiating to see how these heads ferret out in testing. My only concern is valve spring pocket strength as that area gets very thin around the end of the Valve guide boss on the l92 heads.
I have a set of CNC 5.3s that flow 316\266..it is hard to do much better than that without spending a ton of $$$..but I have a 346 cu in motor and don't need much more for a street car..
12-06-2006, 05:38 PM
#115
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Originally Posted by cablebandit
where'd you get some heads like that Tom?
12-06-2006, 07:10 PM
#117
Hey jason 98 TA: Got a question for you
Im building a 418 cube mill using the stock L92 6.2L block, eagle crank and rods, JE pistons and will probably get the heads from you guysm my question i want to run around 11:1 CR and want to knwo if these CNCed heads can do that on pump gas? And also using the L76 intake, what kind of cam specs would you recommend, im running an 80E auto with probably around a 3-3500 stall converter and 4:10 gears in the rear, and this will be going in my 92 GMC Sonoma GT.
What kind of power do you think this combo would be good for? Ballpark it close enough for me?
BTW: heads look awesome, cant wait to get this thing running.
Im building a 418 cube mill using the stock L92 6.2L block, eagle crank and rods, JE pistons and will probably get the heads from you guysm my question i want to run around 11:1 CR and want to knwo if these CNCed heads can do that on pump gas? And also using the L76 intake, what kind of cam specs would you recommend, im running an 80E auto with probably around a 3-3500 stall converter and 4:10 gears in the rear, and this will be going in my 92 GMC Sonoma GT.
What kind of power do you think this combo would be good for? Ballpark it close enough for me?
BTW: heads look awesome, cant wait to get this thing running.
