Question for you LT1 guys.
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Joined: Feb 2008
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Question for you LT1 guys. Hypothetically speaking here, if Trick Flow where to come out with a "NEW" LT1 head, what features would you guys like to see?
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I just ordered your LT1 assembled heads a couple weeks back and the only thing I would really ask for would be a 54cc chamber so that I dont have to run a domed piston for high compression.
I guess most people would like to see an aftermarket head that would bolt-on without knocking down the compression for once! I would like to see that and one that would flow like some of the stock ported heads out there but still have enough meat to be ported futher if needed. If thats possible you could offer a cnc'd version also.
I guess most people would like to see an aftermarket head that would bolt-on without knocking down the compression for once! I would like to see that and one that would flow like some of the stock ported heads out there but still have enough meat to be ported futher if needed. If thats possible you could offer a cnc'd version also.
I guess most people would like to see an aftermarket head that would bolt-on without knocking down the compression for once! I would like to see that and one that would flow like some of the stock ported heads out there but still have enough meat to be ported futher if needed. If thats possible you could offer a cnc'd version also.
Id just like to see a nice aluminum head that flows well, and if anything UPs the compression slightly without having to do ANY work. 11:1 on a stock bottom end would be nice. Just ready to go out of the box.
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Launching!
Joined: Nov 2007
Posts: 271
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From: Moore Oklahoma
54cc chambers (a must), intake runners in the 210 range, possibly slightly larger D-port exhausts, valves/springs that will handle an HR in the .600+ lift range, 2.02 Int/1.60 Ext valves.
An improved design EFI port-matched bolt-on intake, LT style "without" SBC water passages.
Next we need and aftermarket LTX block that can be bored and stroked to 430 CID.
WD
An improved design EFI port-matched bolt-on intake, LT style "without" SBC water passages.
Next we need and aftermarket LTX block that can be bored and stroked to 430 CID.
WD
Teching In
Joined: Feb 2008
Posts: 23
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From: Round Rock, TX
54cc chambers (a must), intake runners in the 210 range, possibly slightly larger D-port exhausts, valves/springs that will handle an HR in the .600+ lift range, 2.02 Int/1.60 Ext valves.
An improved design EFI port-matched bolt-on intake, LT style "without" SBC water passages.
Next we need and aftermarket LTX block that can be bored and stroked to 430 CID.
WD
An improved design EFI port-matched bolt-on intake, LT style "without" SBC water passages.
Next we need and aftermarket LTX block that can be bored and stroked to 430 CID.
WD
x2 to that. if you could do it using LS style header ports (so you could use LS1 headers perhaps??) that would work to. Either way, heads are where the LT1 < LS1, you guys can change that
Id just like to see a nice aluminum head that flows well, and if anything UPs the compression slightly without having to do ANY work. 11:1 on a stock bottom end would be nice. Just ready to go out of the box.
Id just like to see a nice aluminum head that flows well, and if anything UPs the compression slightly without having to do ANY work. 11:1 on a stock bottom end would be nice. Just ready to go out of the box.
TECH Senior Member
iTrader: (3)
Joined: Oct 2006
Posts: 7,564
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From: Decatur, TN (N-W of Athens)
54cc as said, dual spring-ability as said, biggest valves you can stick in while keeping the low cc (2.00 1.58ish? 1.60 ideally), bigger exhaust cfm since exhaust flow is a bit of an issue I hear on our LT1s (I don't know though).
54cc chambers (a must), intake runners in the 210 range, possibly slightly larger D-port exhausts, valves/springs that will handle an HR in the .600+ lift range, 2.02 Int/1.60 Ext valves.
An improved design EFI port-matched bolt-on intake, LT style "without" SBC water passages.
Next we need and aftermarket LTX block that can be bored and stroked to 430 CID.
WD
An improved design EFI port-matched bolt-on intake, LT style "without" SBC water passages.
Next we need and aftermarket LTX block that can be bored and stroked to 430 CID.
WD
YES !
X 10
no seriously, I don't understand why the aftermarket has dropped the LT1, I mean if only someone were to comeout with some wicked heads, and a better intake !!!!!!!!!!!!! they would make some serious coin. I'd be in for sure.
but no... its all LS now......
54cc chambers (a must), intake runners in the 210 range, possibly slightly larger D-port exhausts, valves/springs that will handle an HR in the .600+ lift range, 2.02 Int/1.60 Ext valves.
An improved design EFI port-matched bolt-on intake, LT style "without" SBC water passages.
Next we need and aftermarket LTX block that can be bored and stroked to 430 CID.
WD
An improved design EFI port-matched bolt-on intake, LT style "without" SBC water passages.
Next we need and aftermarket LTX block that can be bored and stroked to 430 CID.
WD
The only problem is the spacing on the lsx heads, its not 1 2 1 like ours, they are evenly spaced. So then not only would you need the heads and intake but you would need a custom cam that would swap the position of the intake and exhaust to match the lsx heads. So the way I see it not many people would jump at that b/c of all the componets involved in the swap
TECH Senior Member
iTrader: (3)
Joined: Oct 2006
Posts: 7,564
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From: Decatur, TN (N-W of Athens)
Yea, it's not fair the LSX guys get stuff like the 454cid option (and bigger I think on other combos)
http://www.worldcastings.com/prods_p...0_001_more.htm
http://www.worldcastings.com/prods_p...0_001_more.htm
+3
huh??? I dont see what re-routing exhaust ports has anything to do with the cam? LS1 head ports look like | | | | whereas SBC are /\/\ You could evenly space exhaust ports without changing the intake. If the intake port spacing was changed, i guess i could see all that. but you make a good point. Im not engineer. I couldnt tell you if it would be optimal or not. I would actually rather have a traditional style for the interest of affordability anyway... more or less just thinking out loud.
huh??? I dont see what re-routing exhaust ports has anything to do with the cam? LS1 head ports look like | | | | whereas SBC are /\/\ You could evenly space exhaust ports without changing the intake. If the intake port spacing was changed, i guess i could see all that. but you make a good point. Im not engineer. I couldnt tell you if it would be optimal or not. I would actually rather have a traditional style for the interest of affordability anyway... more or less just thinking out loud.
guess that didnt occur to me. LS1 springs looked to be in the same spot, guess i just never looked at them side by side. mah bad rocko.
Also there are heads out there that run rockers on an angle
either way. stupid idea. let it be lol
Also there are heads out there that run rockers on an angle
either way. stupid idea. let it be lol