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  1. #1
    Join Date
    Feb 2014
    Posts
    5,070

    LSA/LS3 Cylinder Head Shoot out

    LSA/LS3 Cylinder Head Shoot out!!!
    With 5 different LSA/LS3 based heads

    See attached link:
    https://fiinterchillers.com/lsa-ls3-...ead-shoot-out/

    2014 HSV VF GTS
    2017 HSV GTSR
    http://www.facebook.com/ForcedInductionInterchillers
    Australia's Fastest 6.2L 1900 LSA VF GTS with a Stock Bottom End
    9.700 @143.14mph 17/July/2017
    V-Box Results 0-100km/h in 2.47sec

  2. #2
    Join Date
    Sep 2017
    Posts
    33
    Interesting read, were the T and M heads designed for FI applications or NA?

  3. #3
    Join Date
    Feb 2014
    Posts
    5,070
    Quote Originally Posted by Xjas View Post
    Interesting read, were the T and M heads designed for FI applications or NA?
    All of the heads were designed for boosted applications since we were testing to see what would be best suited.

    2014 HSV VF GTS
    2017 HSV GTSR
    http://www.facebook.com/ForcedInductionInterchillers
    Australia's Fastest 6.2L 1900 LSA VF GTS with a Stock Bottom End
    9.700 @143.14mph 17/July/2017
    V-Box Results 0-100km/h in 2.47sec

  4. #4
    Join Date
    Dec 2014
    Posts
    51
    Thanks, interesting, given the advantages of top mount boost. Most people would get high gains from exhaust, boost, blower cam, and your intake cooling upgrades. Where does the advantage of supercharger specific heads occur in a top mount blower build? In NA or centrifugal supercharging it would be top end and entire area under the curve. The cost of your CNC seems quite reasonable to me. Especially compared with big brand heads.

  5. #5
    Join Date
    Feb 2014
    Posts
    5,070
    A boosted motor isn't really all that different to an NA motor it's just in REALLY good air...call it a mechanical way to create low DA (density altitude).

    The cylinder heads and valves are the biggest restriction to air flow within your engine, the goal is to get the air in and out as fast as possible and not contaminate the next combustion cycle.

    The more efficient you can get that air in and out the more potential there is to create more power.

    Given how well our port design is for not only CFM but air speed (velocity) the stock head is hurting some feelings on plenty of aftermarket castings out there.

    You'll see a decent gain across the board with a good set of ported heads on a PD blower car.

    2014 HSV VF GTS
    2017 HSV GTSR
    http://www.facebook.com/ForcedInductionInterchillers
    Australia's Fastest 6.2L 1900 LSA VF GTS with a Stock Bottom End
    9.700 @143.14mph 17/July/2017
    V-Box Results 0-100km/h in 2.47sec

  6. #6
    Join Date
    Dec 2014
    Posts
    51
    What is the physical turn around time point on your CNC? When I went with Higgins for an LS1, I chose to buy 799 heads (243 head truck valve springs to be replaced) pre upgrade and not be time pressured, and run the 241s on the car until the LS1 head-cam-exhaust install. Had the 799s ready for Higgins. Will a car be off the road waiting for your CNC port? In which case I'd buy bare LS3/A heads, or can they be done say during an install. I am hoping to have an interchiller, insulator plates, reservoir ready at the install...as well as a Brian Tooley PDS valve train.

  7. #7
    Join Date
    Feb 2014
    Posts
    5,070
    You should probably call me tomorrow I have a set of heads in stock.
    Or turn around time to CNC port your heads is 1.5-2 weeks including shipping etc

    2014 HSV VF GTS
    2017 HSV GTSR
    http://www.facebook.com/ForcedInductionInterchillers
    Australia's Fastest 6.2L 1900 LSA VF GTS with a Stock Bottom End
    9.700 @143.14mph 17/July/2017
    V-Box Results 0-100km/h in 2.47sec







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