Nice presentation. Thank you for this video, I just learned that the 823's that I have on my motor (6.0) are the "best" heads for what I'm looking for.
My DBW 5.3 donor from an 03 avalanche has the 706 heads. People say they crack but most of the ones that crack are from 2006. It hauls ass in my 82 c10 Squarebody.
As a mechanic... I see a lot of "cracked" lq4 , 317 heads. Not really a crack... more like coolant weeping from head bolt area when heads are warm or hot.
I had a similar motor out of an avalanche but an 04. Both heads were cracked which is probably why the block looked like it had been too hot at one point. Machinist said it’s very common on the 706 head.
I did something weird. I took a set of 799 heads, had them CNC ported to accept 2.02"/1.57" valves, shaved them down to 59cc, and put them on a 6.2l I built. With a slightly domed piston, that got me 12.6:1, and about the same flow numbers as the rec port heads.
Pulled an L33 out of the junkyard awhile ago that came with 799s. After watching Holdner's video and reading the article, I hand ported a free set of 862s. Can't wait till it's up and running.
I know this video is old in RUclips years but I just found it. Your poster is AMAZING your ability to represent all of this info graphically is next level, truly!!! Thank you so much for this! I wonder if you might give me your opiunion on my build. we don't have very much money at all and we are swapping an LS engine into our '74 FJ40 with the earlier wide-ratio NV4500 behind it connected to an '83 FJ60 split transfer case. The rig will probably have a curb weight of about 4000lbs when it's completed. It will primarily be a trail crawler, not a rock bouncer or race vehicle. My problem is that it also has to tow a 10,000lb RV travel trailer several hundred miles every few weeks. I've been watching Richard for a long time and, with his help, I'm thinking I'm going to use a 6.0 with a BTR Truck Norris Cam and Springs. Though I've found some 6.2 engines for sale so I'm watching his videos on those, though they seem to be more high rpm power makers rather than low grunters. Do you, or really anyone watching the video, have any advice for me about head or engine choice? I'm thinking cathedral's, but there's a lot of talk about the benefits of rec-port heads too. I'm going to do a lot of short shifting (to keep the RPMs low)` when I'm not towing and I'll probably go mostly 65 mph when I am towing on the highway. In 5th gear, that will put my RPMs at around 1800 or so with my 4.10 gears and 33" tires. So I'm thinking the rec-ports isn't really necessary. Does my logic check out?? Or am I not probably being honest with myself and are there people out there who started out with the same sentiment and they now get into 4 or 5 thousand rpms more frequently than they thought they would. There is the whole thing about possibly playing in the dunes with it ... but I'm planning on building a one seater for my wife and one for me for that purpose, so ...
i'v got 823's on my 2012 chevy SS/Holden Commodore SSV L77 6.0 soon to be on my L77 413 stroker with 98mm Turbo currently being ported for Turbo just pocket ported intake and full opened port on the exhaust to suit the Turbo, they had pretty good flow at stock so we didn't get carried way but were looking for somewhere 1500-2000hp zone with a fully built forged everything, what is crazy to me when I started drag racing I use to run 11.30's with my car which back then that was a killer time move on to taday 35 years later and my car does that with just a otr, 3" exh, and mild cam and a tune.
Very timely video. I'm exploring the idea of doing an LS swap into an 80 series Landcruiser and while I do like the idea of HP, I am more interested in lower end torque.
I've watched both this and the intake video and all im hearing is that the LMG I have is the best all around platform to start from (besides having DOD). Thanks for the info👍
Nice video ive been waiting on this i had the original factory 706 heads now i have 862's and auto guild your absolutely right about the 706's,862's and i don't know too much about the 895's let alone have never seen none the previous owner didn't change oil regularly and a lifter had literally grinded a lobe/cut a groove in I'm a Gm fan but i like all brands but the gen 3's are notorious for having bad lifters,i maybe wrong
Good job wish someone did this years ago. Another thing about smaller intake valves under half open actually flow more air make power faster with higher velocity better low end tq but the large valves higher flow fully open increasing higher RPMs. The intake runners the longer, round shaped and small = high velocity and better low-end tq but rpms fall off early then the, shorter , rectangular shaped, large runners, = higher flow laggy down low but higher revving. The compression chambers not only change compression but the shape helps with atomization. I don't run higher then 11to1 on pump gas on n/a but my boosted ls6 I swapped my milled 243s for 317s and ls9 gaskets gave 9.7to1 so I can run 12-15 psi safely on pump gas. Now if I ran the higher compression heads for the extra 10-15 hp i'm running a higher risk of detenation so i'd need higher octane or if my tune isn't perfect my motor is toast. So at over 600hp if I really need that extra 15hp I'll just put my wife on a diet. lol
I love this! Awesome, I want this poster! I could be wrong because my eyes hurt looking at all them numbers, but on the chart in the “engines” category for the 243 and the 799, you have the LS2 listed twice each. Thank you for the video and the poster I will be getting 🙏
U got me. New Subscriber. I have alot of parts laying around. Wasn't sure what to do with them. Yur video pop up 100%. I'm going to put the bigger intake valve in my 706 heads & do a little polishing. Thank u.
Hey do you think you could make a video explaining the different LT heads? That’d be awesome, I love your vids bro , very informative. Awesome work, keep it up!
I bought an 09 Sierra from my dad quite a few years back after my brother bricked the 5.3 (LMG) that was in it. My brother had it replaced and the heads are 862, but I don't want to pull engine parts just to check the casting number. He was told it was another 2009 engine. So I really hope it's another 09, but with 1999-2006 "862" heads. I guess it doesn't matter much because it's *_waaay_* quicker than the original engine. Supposedly, the shop that built it bought some factory rejects because the cylinder angles were a fraction off. So they bored them over and to the correct angle and put sleeves in them, to bring them back to factory bore.
This video is right on time! I’ve been trying to figure out what brand and type of heads to go with to replace my OEM heads. My goal is Responsive Street beast Occasional racer or rolls. Any suggestions on head brand and type to complement my current bolt-on's? 2009 TBSS AWD 6.0L - TVS2300 ~15 pds - Kooks longtubes headers - Mild cam - Built transmission - stock bottom end -93 Octane
Very good and comprehensive information. I only have one thing to note, the 706 and 862 heads are known to leak coolant into the engine. I have a pair of 862's on my 2001 Silverado. Is there a company that repairs the cracks?
I have an interesting notion which I heard about occurring when the Granatellis (of Paxton Products) back when they were working on Studebaker R3 engines (1962 & 1963). There were Studebaker cylinder heads with a larger bore circle than the block. It appears as if someone at Paxton used a half-round file and "scalloped" the top of the block where the valves would have interfered, making it so they could clear. Could this not be done today to clear a 4" bore block for 4.125" bore heads? It was successfully achieved in the 1960s but "Studebaker" so that's why it's been under the radar this whole time.
Great video with a ton of info. Only thing I saw was during the iron head segment you show (4.8) and I've never seen an iron head 4.8 only 6.0? I think you are confusing LR4 and LQ4 on that one.
First of all there's two different LS1 blocks for instance 2002 Corvette 5.7 L LS1... 2002 Corvette ZO6 5.7L LS6... totally different blocks but very similar.. literally the 5.7 LS6 block is thicker... I heard the 241 heads that there's two sides of them.. all the era and the newer revised era.. I'm not totally sure about the headset up being different... which I'm very curious about... Corvettes with a 5.7 rotating assembly 1 which is the Z06 has a more aluminum material in the block... so definitely two very similar aluminum blocks in the Corvettes... so I've seen people say oh the HP limit on a build have a 5.7.. aluminum block is limited... yep all depends on the era of the 5.7 aluminum LS block
What ever head you have or can afford is the best for your project at the end of the day if you shove enough boost down there throat it will meet your goals. But you need to know what your goal is on horsepower at the end of the day. I’ve ran god I couldn’t tell you how many different combos.
GM was concerned that HD truck buyers would not trust the durability of aluminum heads at the launch of the LS truck motors. After a couple of years they went to aluminum.
The chart you have near the end shows the Iron 373/873 heads as being fitted to the 4.8L LR4, which is incorrect. May want to double check your chart before finalizing it for sale.
Ah that's a bummer, I caught that and fixed it but then forgot to update the screengrabs. Thanks for the catch. It will be updated on the downloadable eBook, working on it now.
@@mythos000000025 799 and 243 have the 2.00 intake. but they do have different exhaust vales, IE 799 have 1.575 valves and 243 have 1.550 valves. why who knows it's a gm thing. haha
@rwt8851 thanks...I forgot to measure(didn't really matter to me at the time) the valve sizes when removing and cleaning my heads for my engine build. Considering the time it took to finish, I do wish I had sent the heads off to be stage 2.5 or Frankenstein modded for more n/a power. Won't be a problem after boost but....
A follow up video comparing flow numbers on maximum effort ported versions of each head would be awesome. Not many people in the modification game would settle for a stock as cast version of any of these heads when building their engine. Especially those doing normally aspirated builds. It would be cool to see the same breakdown showing what a well ported version of each can obtain.
You push the Truck 706 and 862 but, they both have inherent cracking problems it's well known in technical service bulletins? These have a tendency to crack around the bolt areas?
Do you know if there is an aftermarket dual throttle body(holly sniper) dual plane style intake available for any of these head configurations,thank you for the information .
Do you have videos or info comparing blocks? My LS book is outdated and is sparse on Gen 4 info. Would be helpful to see verified information on weight differences between alum and iron as well. Lots of anecdote and hearsay on the forums.
Its about 100lbs between LS Iron and LS Aluminum block. Check out my SBC vs LS video. LS iron is 215 lbs and LS alum is 115. Im def going alum with my build.
For a cammed 5.3, (wanting to stay NA) would it be recommended to port the stock small valve heads for better air flow? Or would it be better to go with different heads
The 3 main ones I see are 706/862, 799/243, ans 317. They're all great cause they're good for different CRs. I'm building a 359 stroker with 7cc dish pistons, and 317 heads for a 9.5 ish CR for boost.
First time checking out your video do you do videos of combination that would get you 500 horsepower at the wheel or more. Let's say I'm trying to build me a box Chevy or a 1970 Chevelle but I'm trying to get at least 500 to the wheel. What is a good combination with a 5.3 or 6.0 LS? 06-20-24@11:15pm
The ctsv come out in 09 good brother 🫡 but loving the video and it kinda answered the question for me because I came across the set of LS7 heads that I was wondering would they be an upgrade for my LSA?
Hey Q, what gives an LS1 such a high compression ratio? Asking because im doing a 4.8 mpg build and want to be able to run 87 gas and i have 243 heads on it
Just watched the vid, but I'm confused. I have a 2008 Sierra 2500 LY6 6.0, with rec-port heads, but the only casting mark I can find is E247. Any insight?
So do all LS heads fit all blocks? And are the cams the same in that sense? I always see the 4.8, 5.3, 6.0 and 6.2 but no 5.7. It makes finding parts hard here in Australia
You got one thing wrong about the ls9 heads. Ls9 are cnc ported from factory and flow more than the lsa. I would also say the ls9 heads are more rare than the ls7
Most likely, but the question is depending on the head design, because it’s not as about the ports, it’s about the shape of the dome on top within the pistons, it changes the shape of the combustion chamber, which changes how the engine behaves, so, in theory, any of them could have a supercharger, you just need the right inlet manifold to match up to the ports, but depending on which one you’ve got not, all of them would be worth it, because in theory to supercharge one engine with this cylinder head, it might be worth it to get that other engine that makes the same power with a different cylinder head design.
Hello, I’ve watched countless videos and find myself stuck and nervous to move forward. I’m hoping someone can help me. I have a 2003 stock Sierra 2500. LQ4 with 317 heads the exhaust bolts broke off in the head I went to extract them and made the problem worse, the extraction bits broke off in the head.😢 However I have a gen 4 5.3 motor from a 2011 I was going to put up for sale. That has the 799 heads. My question is will I have to tune the ecu with that swap?
Welp I got 2 pairs of winner I have 862’s on my 4.8 and 799’s on my gen 4 5.3 I’m just gonna upgrade rocker arms and valve springs and have someone port them
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Nice presentation. Thank you for this video, I just learned that the 823's that I have on my motor (6.0) are the "best" heads for what I'm looking for.
me too!
My DBW 5.3 donor from an 03 avalanche has the 706 heads. People say they crack but most of the ones that crack are from 2006.
It hauls ass in my 82 c10 Squarebody.
As a mechanic... I see a lot of "cracked" lq4 , 317 heads. Not really a crack... more like coolant weeping from head bolt area when heads are warm or hot.
I had a similar motor out of an avalanche but an 04. Both heads were cracked which is probably why the block looked like it had been too hot at one point. Machinist said it’s very common on the 706 head.
I did something weird. I took a set of 799 heads, had them CNC ported to accept 2.02"/1.57" valves, shaved them down to 59cc, and put them on a 6.2l I built. With a slightly domed piston, that got me 12.6:1, and about the same flow numbers as the rec port heads.
Pulled an L33 out of the junkyard awhile ago that came with 799s. After watching Holdner's video and reading the article, I hand ported a free set of 862s. Can't wait till it's up and running.
How did you find an ls3 at a junkyard? In what car
@@mrorganic13l33 not ls3
I know this video is old in RUclips years but I just found it. Your poster is AMAZING your ability to represent all of this info graphically is next level, truly!!! Thank you so much for this! I wonder if you might give me your opiunion on my build. we don't have very much money at all and we are swapping an LS engine into our '74 FJ40 with the earlier wide-ratio NV4500 behind it connected to an '83 FJ60 split transfer case. The rig will probably have a curb weight of about 4000lbs when it's completed. It will primarily be a trail crawler, not a rock bouncer or race vehicle. My problem is that it also has to tow a 10,000lb RV travel trailer several hundred miles every few weeks. I've been watching Richard for a long time and, with his help, I'm thinking I'm going to use a 6.0 with a BTR Truck Norris Cam and Springs. Though I've found some 6.2 engines for sale so I'm watching his videos on those, though they seem to be more high rpm power makers rather than low grunters.
Do you, or really anyone watching the video, have any advice for me about head or engine choice? I'm thinking cathedral's, but there's a lot of talk about the benefits of rec-port heads too. I'm going to do a lot of short shifting (to keep the RPMs low)` when I'm not towing and I'll probably go mostly 65 mph when I am towing on the highway. In 5th gear, that will put my RPMs at around 1800 or so with my 4.10 gears and 33" tires. So I'm thinking the rec-ports isn't really necessary. Does my logic check out?? Or am I not probably being honest with myself and are there people out there who started out with the same sentiment and they now get into 4 or 5 thousand rpms more frequently than they thought they would. There is the whole thing about possibly playing in the dunes with it ... but I'm planning on building a one seater for my wife and one for me for that purpose, so ...
i'v got 823's on my 2012 chevy SS/Holden Commodore SSV L77 6.0 soon to be on my L77 413 stroker with 98mm Turbo currently being ported for Turbo just pocket ported intake and full opened port on the exhaust to suit the Turbo, they had pretty good flow at stock so we didn't get carried way but were looking for somewhere 1500-2000hp zone with a fully built forged everything, what is crazy to me when I started drag racing I use to run 11.30's with my car which back then that was a killer time move on to taday 35 years later and my car does that with just a otr, 3" exh, and mild cam and a tune.
Very timely video. I'm exploring the idea of doing an LS swap into an 80 series Landcruiser and while I do like the idea of HP, I am more interested in lower end torque.
Very well put together, nicely done. Thanks for taking the time to do this.
Well explained sir! Why don't you make the poster available as a Christmas present? Lots of happy walls you would make...;) Great video!!!👍
Working on it!
Rt bro he should
Buying it!
Right og,salute
@AutoGuild where can I find this poster, I would buy it!
I've watched both this and the intake video and all im hearing is that the LMG I have is the best all around platform to start from (besides having DOD). Thanks for the info👍
Yes 👍 I got a free 4.8 with 862 heads
Nice video ive been waiting on this i had the original factory 706 heads now i have 862's and auto guild your absolutely right about the 706's,862's and i don't know too much about the 895's let alone have never seen none the previous owner didn't change oil regularly and a lifter had literally grinded a lobe/cut a groove in I'm a Gm fan but i like all brands but the gen 3's are notorious for having bad lifters,i maybe wrong
Thank you! Very well done. Informative, to the point, easy to digest
i need to watch this more than a few times great work and Thankx for sharing
Good job wish someone did this years ago. Another thing about smaller intake valves under half open actually flow more air make power faster with higher velocity better low end tq but the large valves higher flow fully open increasing higher RPMs. The intake runners the longer, round shaped and small = high velocity and better low-end tq but rpms fall off early then the, shorter , rectangular shaped, large runners, = higher flow laggy down low but higher revving. The compression chambers not only change compression but the shape helps with atomization. I don't run higher then 11to1 on pump gas on n/a but my boosted ls6 I swapped my milled 243s for 317s and ls9 gaskets gave 9.7to1 so I can run 12-15 psi safely on pump gas. Now if I ran the higher compression heads for the extra 10-15 hp i'm running a higher risk of detenation so i'd need higher octane or if my tune isn't perfect my motor is toast. So at over 600hp if I really need that extra 15hp I'll just put my wife on a diet. lol
Very professional presentation. First class all the way.
Glad you are making videos again!
Very glad my junkyard 5.3l came with 706 heads!!! 😊
I love this! Awesome, I want this poster! I could be wrong because my eyes hurt looking at all them numbers, but on the chart in the “engines” category for the 243 and the 799, you have the LS2 listed twice each. Thank you for the video and the poster I will be getting 🙏
10:47
Good catch, I corrected it. Ill upload these to the website soon. Thanks.
U got me. New Subscriber. I have alot of parts laying around. Wasn't sure what to do with them. Yur video pop up 100%. I'm going to put the bigger intake valve in my 706 heads & do a little polishing. Thank u.
Happy to see you put up a new video! 🤠👍
Hey do you think you could make a video explaining the different LT heads? That’d be awesome, I love your vids bro , very informative. Awesome work, keep it up!
GREAT Job! Very helpful RPO history 🏁
I bought an 09 Sierra from my dad quite a few years back after my brother bricked the 5.3 (LMG) that was in it. My brother had it replaced and the heads are 862, but I don't want to pull engine parts just to check the casting number. He was told it was another 2009 engine. So I really hope it's another 09, but with 1999-2006 "862" heads. I guess it doesn't matter much because it's *_waaay_* quicker than the original engine.
Supposedly, the shop that built it bought some factory rejects because the cylinder angles were a fraction off. So they bored them over and to the correct angle and put sleeves in them, to bring them back to factory bore.
Welcome back!
This video is right on time! I’ve been trying to figure out what brand and type of heads to go with to replace my OEM heads. My goal is Responsive Street beast Occasional racer or rolls.
Any suggestions on head brand and type to complement my current bolt-on's?
2009 TBSS AWD 6.0L
- TVS2300 ~15 pds
- Kooks longtubes headers
- Mild cam
- Built transmission
- stock bottom end
-93 Octane
Where is the cylinder head compatibility video ?? Waiting for it 🤙🏼
Awesome information! I'm learning fast!
2009 1500 LS silverado 4.8L. Doesnt have dod or afm. Will be putting on a BTR intake manifold and headers and port polish heads. Thoughts
Very good and comprehensive information.
I only have one thing to note, the 706 and 862 heads are known to leak coolant into the engine. I have a pair of 862's on my 2001 Silverado. Is there a company that repairs the cracks?
Compression ratio gains range from 4% to 15% per point, all depending upon execution... Design of combustion shape is everything.
I have a lq4 in my truck now. Planning on going 243’s and a tbss intake with headers and a truck Norris cam. Should wake it up haha
Love your videos !! 😊
Thank you!!
Lq9 ported 0.030 with 706 heads defintely gona watch this video over again.
I have seen LC8 / LC9 engines with a 243 head on one bank, and a 799 on the other side.
My L96 just keeps on looking better and better all the time......2010 L96 178,000 and going stronggggg
Good Article. Is there anyway that all this information can be print out.?
This video was so Informative 🔥. Now to watch yur engine video's. See what to keep & throw out . Thank u.
I have an interesting notion which I heard about occurring when the Granatellis (of Paxton Products) back when they were working on Studebaker R3 engines (1962 & 1963).
There were Studebaker cylinder heads with a larger bore circle than the block. It appears as if someone at Paxton used a half-round file and "scalloped" the top of the block where the valves would have interfered, making it so they could clear.
Could this not be done today to clear a 4" bore block for 4.125" bore heads?
It was successfully achieved in the 1960s but "Studebaker" so that's why it's been under the radar this whole time.
Awesome video, I just didn't see Aluminum LQ4 243 heads? I have a 2003 Chevy express 6.0, 243 heads Alluminum, from factory
LS7 heads are 12*, not 11*, they can go on an LS3 bore when using a smaller exhaust valve, just saying.
Great video with a ton of info. Only thing I saw was during the iron head segment you show (4.8) and I've never seen an iron head 4.8 only 6.0? I think you are confusing LR4 and LQ4 on that one.
Another fantastic video!
04 Tahoe Ls 2wd 70,000 miles on motor L59 with 706 heads. Electric intake (non cable)
For ls 4.8 or 5.3 243,799,706 heads work good if you going ls 6.0 821,823 heads are the best
Спасибо вам за это видео! Очень поможет при выборе двигателя для проекта! 🤝
Great video thanks for sharing much appreciated!👍👍
You’re awesome!! Thank you for sharing this information!!!
Great video and explanation
Man, I've missed you!
Thank you. More to come. : ) Let me know what you want to see next.
@@AutoGuild I'm not an engine builder, so I have no clue what to request. I like everything you've done so far. 🤷🏼♂️
Thanks for making this video
I was gonna go to 862 heads but with my 4 inch stroke my lq4 would of been at way too much compression. I'm still at 11 to 1 with the 317 heads
Do you mind if you make a video about Ls blocks please ❤️❤️great video
First of all there's two different LS1 blocks for instance 2002 Corvette 5.7 L LS1... 2002 Corvette ZO6 5.7L LS6... totally different blocks but very similar.. literally the 5.7 LS6 block is thicker... I heard the 241 heads that there's two sides of them.. all the era and the newer revised era.. I'm not totally sure about the headset up being different... which I'm very curious about... Corvettes with a 5.7 rotating assembly 1 which is the Z06 has a more aluminum material in the block... so definitely two very similar aluminum blocks in the Corvettes... so I've seen people say oh the HP limit on a build have a 5.7.. aluminum block is limited... yep all depends on the era of the 5.7 aluminum LS block
I have a 1999 2500 6.0l/4l80e 4wd truck. Build date. 12/98... and a magnet sticks to the heads. For sure they are iron.
What ever head you have or can afford is the best for your project at the end of the day if you shove enough boost down there throat it will meet your goals. But you need to know what your goal is on horsepower at the end of the day. I’ve ran god I couldn’t tell you how many different combos.
I think that’s true for 90% of the people. Run the head u got. Especially true if going turbo.
Crazy info thats mad love it💪💪💪
Appreciate it!!
GM was concerned that HD truck buyers would not trust the durability of aluminum heads at the launch of the LS truck motors. After a couple of years they went to aluminum.
The chart you have near the end shows the Iron 373/873 heads as being fitted to the 4.8L LR4, which is incorrect. May want to double check your chart before finalizing it for sale.
Ah that's a bummer, I caught that and fixed it but then forgot to update the screengrabs. Thanks for the catch. It will be updated on the downloadable eBook, working on it now.
Are you sure the 799 heads have 2.00 intake valves? I thought they were 1.89"
@@mythos000000025 799 and 243 have the 2.00 intake. but they do have different exhaust vales, IE 799 have 1.575 valves and 243 have 1.550 valves. why who knows it's a gm thing. haha
@rwt8851 thanks...I forgot to measure(didn't really matter to me at the time) the valve sizes when removing and cleaning my heads for my engine build. Considering the time it took to finish, I do wish I had sent the heads off to be stage 2.5 or Frankenstein modded for more n/a power. Won't be a problem after boost but....
Excellent video but the l76 and l77 engine were first fitted to vehicles in 2006.
A follow up video comparing flow numbers on maximum effort ported versions of each head would be awesome. Not many people in the modification game would settle for a stock as cast version of any of these heads when building their engine. Especially those doing normally aspirated builds. It would be cool to see the same breakdown showing what a well ported version of each can obtain.
For sure, I want to do a video comparing porting and aftermarket. Its on the to-do list.
You push the Truck 706 and 862 but, they both have inherent cracking problems it's well known in technical service bulletins? These have a tendency to crack around the bolt areas?
Do you know if there is an aftermarket dual throttle body(holly sniper) dual plane style intake available for any of these head configurations,thank you for the information .
Did I miss mine? I have a 2007 6.0 with rectangle ports casting on it is 5364.
Do you have videos or info comparing blocks? My LS book is outdated and is sparse on Gen 4 info. Would be helpful to see verified information on weight differences between alum and iron as well. Lots of anecdote and hearsay on the forums.
Its about 100lbs between LS Iron and LS Aluminum block. Check out my SBC vs LS video. LS iron is 215 lbs and LS alum is 115. Im def going alum with my build.
Love this
Awesome info brother
Which ones are the best for boost on 4.8 and 5.3 and 6.0?
4.8, 5.3 go 706
6.0 go 243
Good information here. Like to learn more
For a cammed 5.3, (wanting to stay NA) would it be recommended to port the stock small valve heads for better air flow? Or would it be better to go with different heads
The 3 main ones I see are 706/862, 799/243, ans 317. They're all great cause they're good for different CRs. I'm building a 359 stroker with 7cc dish pistons, and 317 heads for a 9.5 ish CR for boost.
nothing wrong with the 317, on a 6.0 they have normal compression. ported mine to around 285cfm
We’re running 317 ported with 205 valves, flat top pistons on a 366 in.³ TwinTurbo, makes over 1300 hp on 26lb boost
Great video!!
First time checking out your video do you do videos of combination that would get you 500 horsepower at the wheel or more. Let's say I'm trying to build me a box Chevy or a 1970 Chevelle but I'm trying to get at least 500 to the wheel. What is a good combination with a 5.3 or 6.0 LS? 06-20-24@11:15pm
What’s peoples thoughts on 317 heads on a stroker 5.3 stock bore so 363ci with boost? Octane limited since we really don’t have pump e85 in the pnw 🙄
Nice video
The ctsv come out in 09 good brother 🫡 but loving the video and it kinda answered the question for me because I came across the set of LS7 heads that I was wondering would they be an upgrade for my LSA?
Awsome content Thanks!
Thanks again, its only the 3rd time I've ever had a super thanks. Let me know if there are any other videos you'd like to see. Cheers.
Hey Q, what gives an LS1 such a high compression ratio? Asking because im doing a 4.8 mpg build and want to be able to run 87 gas and i have 243 heads on it
Amazing video ❤
Thank you so much 😀
Just watched the vid, but I'm confused. I have a 2008 Sierra 2500 LY6 6.0, with rec-port heads, but the only casting mark I can find is E247.
Any insight?
So do all LS heads fit all blocks? And are the cams the same in that sense? I always see the 4.8, 5.3, 6.0 and 6.2 but no 5.7. It makes finding parts hard here in Australia
Almost all are interchangeable. Im going to do a head swap video soon, Ill break it all down then.
Can you do a video for the gen 5 heads!?!?
youre back :D
Yes, more to come. Let me know what else you'd like to see.
L92 heads have a 15° degree valve angle not 11. Small thing to fix in the video
706 gang
You got one thing wrong about the ls9 heads. Ls9 are cnc ported from factory and flow more than the lsa. I would also say the ls9 heads are more rare than the ls7
Can any LS heads be used with a twin screw supercharger?
Most likely, but the question is depending on the head design, because it’s not as about the ports, it’s about the shape of the dome on top within the pistons, it changes the shape of the combustion chamber, which changes how the engine behaves, so, in theory, any of them could have a supercharger, you just need the right inlet manifold to match up to the ports, but depending on which one you’ve got not, all of them would be worth it, because in theory to supercharge one engine with this cylinder head, it might be worth it to get that other engine that makes the same power with a different cylinder head design.
I came here to apologize, ive been watching your videos for 2 years liked every single one that i watched but never subscribe until today
I'm building a 99-02 LQ4 with plans to do lsa supercharger, what would be best heads to use?
Nice content. Noticed one error. On group 3 (iron heads) you have "4.8" next to the heading. Iron heads never came on a 4.8.
Yeah. Looks like they only came on those two year 6.0's Good catch.
I’m slightly confused for my (5th Gen) Camaro LS3 6 speed. Not 4th gen.
thank you
Can I run a Ly6 with gen 4 harness and 58x crank, 4x cam, gen 3 intake/throttle body/heads, 6l80 Transmission?
If you can't figure out why they did it, just assume it was for cost savings.
Have a LS2 with 823 heads going In my 85 s10
Hello, I’ve watched countless videos and find myself stuck and nervous to move forward. I’m hoping someone can help me. I have a 2003 stock Sierra 2500. LQ4 with 317 heads the exhaust bolts broke off in the head I went to extract them and made the problem worse, the extraction bits broke off in the head.😢 However I have a gen 4 5.3 motor from a 2011 I was going to put up for sale. That has the 799 heads. My question is will I have to tune the ecu with that swap?
Welp I got 2 pairs of winner I have 862’s on my 4.8 and 799’s on my gen 4 5.3 I’m just gonna upgrade rocker arms and valve springs and have someone port them
My heads dont have that stamping, its on a 2000 chevy 2500 silverado 6.0
I ordered the cylinder head poster and never got anything... just wondering when you will ship it