New GMPP Heads LSX-DR, anyone running them yet?
 

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GM Performance Parts (GMPP) announces a major expansion of its LSX line of maximum performance parts for racing and street/strip applications, with the introduction of new LSX-DR drag race, six-bolt CNC-machined cylinder heads, a high-flow, single-plane intake manifold and LSX L92-style six-bolt heads for small-bore applications.

The LSX-DR head is the highest-flowing LS cylinder head ever offered by GM Performance Parts and outflows even ported LS7 heads. When used with the new drag-race manifold, it is designed to provide exceptional airflow to support the capabilities of large-displacement LSX engines, including those with power adders such as superchargers and turbochargers.

The new LSX small-bore heads bring the excellent airflow characteristics and port configuration of the L92 cylinder head to LS1, LS2 and LS6 engines, along with the six-bolt clamping strength featured on all LSX heads. Production L92 heads work only on engines with 6.0L and larger displacement.

“No other manufacturer offers more parts for building a LS engine for the street or strip and these exciting new parts are merely the latest examples,” said Dr. Jamie Meyer, product integration manager for GM Performance Parts. “Our LSX parts were developed for 2,000-horsepower racing engines and they deliver performance and strength that are second to none.”

The LSX-DR 11-degree cylinder head (part number 19166979) is the first full-race LSX head from GMPP and is designed for the high-rpm, full-throttle use of racing. Its cavernous, 316-cfm rectangular intake runners flow 430 cfm at 0.800-inch lift (with 28 inches of water restriction), making them much larger than the already-large LS7 intake ports. They also boast the LSX family’s signature six-bolt-per-cylinder head bolt design, which provides exceptional clamping strength – a must under high boost.

Additional details include:

Tough 356-T6 aluminum construction
5/8-inch-thick deck for greater sealing
Exclusive raised intake and exhaust runner
2.250-inch intake and 1.625-inch exhaust valves, with 50-degree seat angle for both
316cc intake runners
116cc exhaust runners
50cc combustion chamber
Intake flow: 430 cfm at 0.800-inch lift (28 inches of water)
Exhaust flow: 250 cfm at 0.800-inch lift (28 inches of water).

I believe the LS7X, LSXDR and LSXCT were released last year. I purchased the LS7X heads for a F/I engine build last year. For under $2500 you get a complete set of LS7X heads ready to bolt on most setups.

Take a look at this GMPP video explaining this new line.

If you jump to 4:20 they talk about the LSX-DR that you are asking about. Keep in mind you will need custom parts to work with the DR since the ports are configured differently from any other LS port.

The ETP 11* 265's were more than most can use. 316cc intake runners are going to need an engine with a BIG appetite.

Intake flow: 430 cfm at 0.800-inch lift (28 inches of water)
Exhaust flow: 250 cfm at 0.800-inch lift (28 inches of water).

wtf, .800 valve lift? rediculous.. solid roller = race car.

so these are for a 1,000hp na car I take it?

:iagree:
Also, with those flow numbers, low RPM torque would suffer a lot since they are designed for peak power numbers; combined with a stock manifold it'd be a very inefficient engine since the stock manifold prioritizes low RPM power.
They'd be a good match for a BIG engine or a smaller engine with a very high redline and individual throttle bodies.

Can't even run a stock manifold on these, also a custom set of headers has to be made aswell.