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Old 10-22-2013, 11:51 PM   #1
Junior Member
tunedbytad's Avatar
Member Since: Dec 2005
Location: SoCal California
Default best heads? LS3 stock short block raised compression

Looking opinions , recommendations, advice, for the best LS3 heads :

Looks like the contenders are:

-Trick Flow 12 degree GenX LS3
255cc runner
.650 lift capable
0.400 294 215

-Mast Motorsports 11 deg LS3
256cc runner
.650 lift capable
0.400 295 208

-PRC / Texas Speed LS3 250cc
250/255/260cc runners
.675 lift capable
0.400 281 205 @255cc

276cc runner
.550 lift capable
0.400 294 222

Did I miss anyone?

Last edited by tunedbytad; 10-25-2013 at 03:27 AM.
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Old 10-25-2013, 03:29 AM   #2
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Location: SoCal California

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Old 10-25-2013, 06:52 AM   #3
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Member Since: Dec 2003
Location: San Diego

Here is a comparison of some LS3 heads from hotrod magazine. This not a stock cubic inch motor but it will give you an idea of what your looking for. In my opinion I would just have your stock heads milled and ported.

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Old 11-03-2013, 05:51 PM   #4
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Location: Tampa FLORIDA
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I put the GenX heads in my 2012 GS. I also put in their Cam (part# tfs-32603001). I put on Am Racing headers and x-pipe 1st and finally a tune. Picked up 100 rwhp after all said and done. The difference is night and day with how the car runs. Driving normal you can't even tell much is done. Crusing at 80 on the highway you can't tell anything was done either. At a red light the car rocks back n forth just a little with this cam. The car's a beast now! Good luck
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Old 11-21-2013, 01:23 PM   #5
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Member Since: Dec 2004
Location: Casselberry FL

I'm looking at the same, and only came up with the TFS 255, Mast 256, and the PRC 250 (which was recently discontinued), 255 & 260. The SDPC has too large of an intake port volume for good airspeed, of course you can get good flow numbers from a hogged out port.

The Mast is overpriced compared to the TFS. I was leaning towards TFS, PRC 255's, or PRC's new as-cast LS3 head (depending upon the details). I'd also like to know if any non-stock LS3 heads resolve the issue of oil pooling in the passenger head while road racing.

Thought about converting back to cathedral port heads, but I don't want to pay the FAST tax.
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Old 02-26-2014, 04:08 AM   #6
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Member Since: Feb 2014

Guys, sorry to dig up an old thread but I am looking at head options for my 415 build, OP - how did you go?

I had a look at the article linked above and took this quote about the "too large 279cc heads":

Like the offerings from Mast Motorsports, the Dr. J's CNC LS3 heads were dedicated castings (from Procomp Motorsport). That the two non-OE castings offered the highest peak flow numbers of our test indicates that the factory heads, even in ported form, can certainly be improved upon. The Dr. J's CNC job on the Procomp Motorsport heads offered peak flow numbers of 374 cfm on the intake and 246 cfm on the exhaust using factory valve sizes. Like the Mast heads, the flow rate of the Dr. J's Procomp heads leveled off and dropped slightly after 0.650 lift (the range of 95 percent of street/strip cams). The peak of 730 hp at 6,900 rpm is the highest output of the LS3 heads equipped with 1.7:1 rockers. This is a perfect example of why we include average power numbers, as despite the big peak power number, the heads from Dr. J's finished behind SDPC and WCCH (albeit by just 1.5 hp and 2 lb-ft) with average power numbers of 580.7 hp and 595.3 lb-ft.

Read more: http://www.hotrod.com/techarticles/e...#ixzz2uPgRAAcq
It seems to me that all these heads will produce great power, the dearest ones might be the best but I guess its up to the buyer whether the extra money is worth the gains.

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Old 02-26-2014, 04:08 AM
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