0C_Williams@RPM

Our New LS3 Heads - no core charge - Flow Charts up shortly

Available withing three working days from Stock - just let us know the finished chamber size you require.


Intake Flow = 380 CFM
Exhaust Flow = 275 CFM

CLICK on FLOW CHART ====>

1bdasvt

If You Guys havn't seen Charlie's machine shop,,,it's cleaner than a Hospital!
Awesome place,and killer work done there!

socalzo6

That's some serious flow Charlie

RGT

That's getting pretty close to Charlie's LS7 heads flow numbers.

SpinMonster

How much milling would the heads need to stay at 70cc?

Does your valve job gain any piston to valve clearance?

Do you have a cam that will get close to 550rwhp/500rwtq with a 418?

Great flow performance showing no deteriorization at lower RPM. I dont know what happens to velocity but I'm sure final build results will show great gains.

Dan Wendling

Is there value in adding high flow heads to a FI build?

I assume yes for any given boost level, but adding another .5 lb of boost should make up for a few cfm of improved flow.

The boost is free unless your running at the limits.

Also; if high flow heads were added to an FI build what considerations should be given to compression ratios (hence chamber size)?

Ragtop 99

what size bore are the CFM numbers from?

SRTullio

What does one require to bolt these on to an LS3? Any other hardware? Or is it just a head swap? Advantages to the hollow or Ti upgrades?

0C_Williams@RPM

Just a head swap.

Lightweight valve train components, particularly valves, reduce the moving mass allowing lifter more easily to follow the cam profile, control valve spring bounce, and reduce friction – all resulting in improved power. The typical result in changing from a heavier to lighter valve is an extension as well as an increase in the power band. Another noteworthy improvement is improved valve and valve spring life.

0C_Williams@RPM

These numbers were on a 4.125 bore plate - when time is available I'll do a series on the 4.066 and 4.00 bores.

0C_Williams@RPM

There will be an increase in power - but IMO, unless you are running above 10 PSI boost, save your money.

Chamber size will be dictated ultimately by the final power numbers you want. Camshaft selection, piston volume, octane, etc., all play a part and each paramater needs to be scrutinized

0C_Williams@RPM

None - but we'd have to leave the combustion chamber essentially "as cast", machining only the immediate floor and wall. On the fully CNC'd chamber 70 cc will require .028 milling.

No, the valve stem angles are the same and we set the seats in the OEM locations as well.

Those numbers are a good benchmark to hit and if we mounted an LS7 intake manifold on these heads, very reasonable. That being said, I beleive that something like 234° intake duration / 244° exhaust duration, ground on a 113° +4° Lobe Separation will be extremely close and still have decent street manners.

Thanks, spent a lot of flow bench time time to improve and or maintain low lift flow rates - the top end numbers are big bonus and came as a result of what we learned while devleoping our LS7 heads.

0C_Williams@RPM

Thanks, Roger - however the LS7 heads (like yours) flow substantially more air under the curve and peak in the high 390's

0C_Williams@RPM

Thanks!!

0C_Williams@RPM

That's the same heads that are on your car!

Thanks

HP JNKEY

Would there be any gains in a stock cam'd LS3 with ARH's and K&N?

0C_Williams@RPM

No, save your money - on a basic mod package such as yours I’d wait and when/ if doing a cam, then do the heads.

1bdasvt

Honest answer,,not just out for sales!!

05tbh

What is the typical gain that can be expected on a modified car (mild cam, cai, headers, etc.)? Any loss on throttle response or hp/torque under 3500rpm?

0C_Williams@RPM

No loss in torque at any RPM -

Throttle response would be up as the dynamic compression would be optimized

If replacing a pair of stock heads and assuming the mods above, expect 25-35 at the tire