LS2 with LS3 heads and intake?
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From: Indianapolis IN
LS2 with LS3 heads and intake?
Question, I am gathering parts for a Winter time heads and cam swap.
So, if I am going to get ported LS2 heads, does it make any sense to get ported LS3 heads instead and go with the LS3 intake too.
It would seem to me that with ported heads, it would nullify the LS2 vrs LS3 difference, but I'm not certain.
So, if I am going to get ported LS2 heads, does it make any sense to get ported LS3 heads instead and go with the LS3 intake too.
It would seem to me that with ported heads, it would nullify the LS2 vrs LS3 difference, but I'm not certain.
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From: Hudson WI
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I think so. I put and LS3 top on my LS2 along with a cam and picked 100RWHP.
The heads were CNC ported, Comp Cam trunnions and a FAST intake were also part of the build.
The heads were CNC ported, Comp Cam trunnions and a FAST intake were also part of the build.
Last edited by timd38; Jul 1, 2014 at 05:41 PM.
Thread Starter
Race Director
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From: Indianapolis IN
Did you get ported LS3 heads or aftermarket heads?
I am considering the Lingenfelter ported LS3's
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From: Peoria/Phoenix AZ
C6 of Year Finalist (performance mods) 2019
Ported stock heads are OK for a low-buck build, but the porting is not a big improvement. The heads themselves are really cheap, so if you're only doing it for a street driver, just go with stock LS3 heads and a ported LS3 manifold.
Safety Car
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From: Pinellas Park Fl
St. Jude Donor '08-'09 & '12, '14
If you're doing heads and if you're ready now, Hinson has 25% off until the 7th.
If you want LS3 heads, Hinson does the Trickflow. There's also PRC from Texas Speed. Edelbrock is to have theirs out by August and Brodix doesn't have a date or info yet.
Get with Patg, Google him, and have him spec you a can.
If you want LS3 heads, Hinson does the Trickflow. There's also PRC from Texas Speed. Edelbrock is to have theirs out by August and Brodix doesn't have a date or info yet.
Get with Patg, Google him, and have him spec you a can.
Safety Car
Joined: Jan 2004
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From: Pinellas Park Fl
St. Jude Donor '08-'09 & '12, '14
FWIW, I've been researching the whole LS2/LS3 head swap till I'm cross eyed. What I've read so far is to NOT port the LS3 heads, just clean up the exhaust port. Take .030 off to keep the compression or use a .040 head gasket.
Cam selection is critical, if you're more into street than track, keep the intake duration between 220 & 225 @ .050 and low overlap. A lot are 114 +2 to 112 +2. The consensus is you really don't need large splits..... 4° to 6° tends to be the new norm, it helps to keep the overlap down with no I'll effects.
Cam Motion has some good stable ramps for large valves.
Anyway, I'm looking at the TF255, I have an EPS cam ground by Cam Motion using their Hi-Rev lobes 224/228 112+2 .604 .604. Its small but I see more street than track. Patg speced the cam and says its his most popular for the LS3 headed LS2 for the street or torque applications. But he does have others.
I probably spent 10 hours running Sims to come close to this spec, so I'm confident it will work in my application.
Cam selection is critical, if you're more into street than track, keep the intake duration between 220 & 225 @ .050 and low overlap. A lot are 114 +2 to 112 +2. The consensus is you really don't need large splits..... 4° to 6° tends to be the new norm, it helps to keep the overlap down with no I'll effects.
Cam Motion has some good stable ramps for large valves.
Anyway, I'm looking at the TF255, I have an EPS cam ground by Cam Motion using their Hi-Rev lobes 224/228 112+2 .604 .604. Its small but I see more street than track. Patg speced the cam and says its his most popular for the LS3 headed LS2 for the street or torque applications. But he does have others.
I probably spent 10 hours running Sims to come close to this spec, so I'm confident it will work in my application.
Thread Starter
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From: Indianapolis IN
Thanks Glen, I do the same thing, I don't like buyers remorse.
I really do not want High HP numbers and low TQ numbers, would like to keep the spread close if possible, I don't want 5000 rpm and higher results, been there done that
I had 4 cams custom ground to specs I chose at Bullet Cams but that was for L98 style engines,
This will be a street only engine, I am done with 1/4 mile stuff.
I really do not want High HP numbers and low TQ numbers, would like to keep the spread close if possible, I don't want 5000 rpm and higher results, been there done that
I had 4 cams custom ground to specs I chose at Bullet Cams but that was for L98 style engines,
This will be a street only engine, I am done with 1/4 mile stuff.
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Melting Slicks
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From: Pittsburgh PA
I ran a 227/239 .614/.624 114+4 (or +5, can't remember) on my 2005 GTO with L92 "Heavy Valve" heads/LS3 intake. I had the heads milled .030" other then that no porting or cleaning up and still had over .100 in PTV on the intake valve. Stock untouched LS3 intake manifold.
Mind you this is an automatic with a 3200 stall in it. Old 236/236 cam with stock LS2 heads vs 227/239 and L92 heads/LS3 Intake. Car picked up quite a bit.
Converter wouldn't hold lock above 6100rpm or else it would have carried through to mid 450's or 460, the thing made power all the way to 7k when we did unlocked converter pulls. Mid range torque was beefy as you can see by the curve. Car went a best of 11.55@118 before I sold it. I was really happy with the LS3 heads setup.
Mind you this is an automatic with a 3200 stall in it. Old 236/236 cam with stock LS2 heads vs 227/239 and L92 heads/LS3 Intake. Car picked up quite a bit.
Converter wouldn't hold lock above 6100rpm or else it would have carried through to mid 450's or 460, the thing made power all the way to 7k when we did unlocked converter pulls. Mid range torque was beefy as you can see by the curve. Car went a best of 11.55@118 before I sold it. I was really happy with the LS3 heads setup.
Last edited by SK360; Jul 1, 2014 at 09:36 AM.
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From: Southampton NJ
I stayed with the factory 243 heads had them ported by Cartek same valves with a serdi valve job, slight mill, the results are very good its an automatic 3800PA converter 373 gears and a short 17x275 hoosier tire, and the et mph backs it up
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From: Pinellas Park Fl
St. Jude Donor '08-'09 & '12, '14
What happened to the torque?
Race Director
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From: Southampton NJ
Hi Glenn, if you read the times of the dyno the first 2 were done with 1 3/4 headers the second were 1 7/8 headers, we did the dyno one night changed headers and then dynoed next niht, that was with no tuning only what the maff did, I drove it the 60 miles home and could tell it lost tq bigtime and the hp was only a gain at 7000-7200 so i swapped back next day and never ran it at the track with the 1 7/8 headers
Safety Car
Joined: Jan 2004
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From: Pinellas Park Fl
St. Jude Donor '08-'09 & '12, '14
Hi Glenn, if you read the times of the dyno the first 2 were done with 1 3/4 headers the second were 1 7/8 headers, we did the dyno one night changed headers and then dynoed next niht, that was with no tuning only what the maff did, I drove it the 60 miles home and could tell it lost tq bigtime and the hp was only a gain at 7000-7200 so i swapped back next day and never ran it at the track with the 1 7/8 headers
Race Director
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From: Hudson WI
NCM Sinkhole Donor
Hi Glenn, if you read the times of the dyno the first 2 were done with 1 3/4 headers the second were 1 7/8 headers, we did the dyno one night changed headers and then dynoed next niht, that was with no tuning only what the maff did, I drove it the 60 miles home and could tell it lost tq bigtime and the hp was only a gain at 7000-7200 so i swapped back next day and never ran it at the track with the 1 7/8 headers
Race Director
Joined: Mar 2005
Posts: 11,549
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From: Southampton NJ
