Does anyone know some specs on this head... Flow numbers, Chamber size, anything... And can it be further ported ofr extreme applications :cheers:

 

From GMPP :
# 12480005 Cylinder Head, "Gen 3" V8 (LS1)
The "Gen 3" V8 (RPO-LS1) engine is used in all 1997 and later Corvettes, and 1998 and later Camaros. A special manifold must be fabricated to use this head. Use with special cylinder block P/N 12480030. To compete successfully in GT-2 racing an aftermarket parts development started with the intent of providing the new GM powertrain LS1 engine a higher performance platform. The first component designed was the cylinder head with an intent to provide a part that was similar to the LS1 in appearance for sanctioning body approval. The cylinder heads include the following features: The basic height, width and attachment faces are in stock location to dowel and deck position. All dimentions and fasteners are metric. The basic valve angle was revised from 15 to 11 degrees to produce a smaller chamber. The valve angle also provides more space for aftermarket rocker arms. Jesel valve train systems has provided the current race pieces. The production individual pedistles are cast into a continuous feature tieing all the bosses together. The rocker cover hold down bosses are incorporated into the rocker arm plateau for the 4-bolt center hold down type cover (1999 model year). The chamber volume for the P/N 12480005 head is 38cc with flat faced valves of .75mm inlet and 1.5mm exhaust margins. The P/N 12480090 provides additional material for CNC porting and chamber shaping and starts at a volume of less than 30cc's. The inlet port roof and floor is raised and the attachment pattern is designed for a Kinsler fuel injection manifold. Inlet port is 57.15 x 36.58mm / 55.957mm dia. precision finished. The cylinder head is machined for larger diameter springs (41.5mm or 1.63" dia. machined pocket). The exhaust flange is identical with the production part. The exhaust port is stock size. The head is machined for a 12.712 / 12.688mm dia. valve guide bore. Rocker cover oil rail seal is a reverse tapered groove for a 3.2mm dia. (.125") free length "O" Ring.

They flow better than 340 CFM - from what I've been told. I've seen reports of a stock LS6 Intake modified to work with these heads. FWIW.

 

:cool: :cheers: Thanks for all that... It looks like they can even be ported a little bit more which is :crazy:
Does anyone know what manifolds can work w/ this head?

Thanks :cheers:

 

Sure. Use the Kinsler manifold: http://www.kinsler.com/m_manifolds.htm it is the one used on the C5R.
Base price is around $4000, and you will need a few extras. You may have to fabricate a cold air box, and find out how to operate the throttles. Just a few trivial problems and a very modest price.;)
http://forums.corvetteforum.com/zerothread?id=674859

Till

 

Jeez... This looks like it is shaping up to be a 650 rwhp NA stroker :crazy:
I just have one or two more ques. for you gearheads... I am pretty sure that steve Dumler is running C5-R Heads on his TT, and ran 14 lbs of boost... BUt in the other thread, it said that the heads had an extremly high compression ratio? ANyone know whats going on there? And if he can run a TT on there, COuld you run an ATI... I'm probably going to start e-mailing Lingenfelter, Andy, And chris for more answers.... GRRRRR i can't wait till Christmas, then two days after on the 25th :jester

 

I don't know, so I am guessing here. From what I understood, the C5-R heads aren't really finished to be used as delivered. I think they are ment to be ported for any application, and they provide a lot of material to work with. Maybe enough material to lower compression substantially? He could also use different piston that lower compression, or thicker head gaskets.

So are you going to get C5R heads with the Kinsler intake? You could get 650rwhp - you don't need a lame super charger. ;)

Till

 

The smaller the stroke the easier to lower the CR. Kurt, from Wheel to Wheel, built a 387 ci (4.125x3.625) C5r block and heads with a F1R Procharger and ran around 22lbs of boost. :eek:
Hope that helps some.
Mike

 

You'd have to port them, since they leave a lot of material in them to start. The heads have a much more conventional port design, so a shop should be able to get some good numbers out of them. Katech could port them too.

As for the intake, sure, you could run the Kinsler TBs and use the tubes from Advanced Composite (just like the C5R). Or, you could have someone fab an intake for you. I'd do some sort of cross ram to get the runner length, and a balance tube to tie them together. I also thought with thenew TPIS manifold you might be able to re-work is to do the job, but I don't know.

You'd definitely need a dished piston to keep the CR sane. But that wouldn'r be a huge deal.

Its all do able, the intake is the big thing....

 

Those tubes would replace the ram tubes that Kinsler shows on their web site?Do you have any pictures?

Till

 

If you've seen a picture of the C5R engine, then thats them. Katech had a full C5R engine @ the PRI show. I don't have pictures though. I think these are the guys who made them.

Advanced Composite Products and Technology, Inc.
15602 Chemical Lane
Huntington Beach, CA 92649 - USA
(800) 799-7893

 

you maty want to talk with Hogan's Manifolds http://www.hogansracingmanifolds.com/
Craig at GTP seems to be very knowledgeable re: C5R heads. They've done a number of sets for various apps. I can'y find the link! Sorry, maybe someone who has it will chime in.