Carnage
12-02-2012, 07:10 PM
#23
Former Vendor
12-02-2012, 08:21 PM
#24
Former Vendor
12-02-2012, 08:27 PM
#25
Safety Car
Thread Starter
As long as the vendors are whoring up my thread why don't you post up some good valve and spring options for these heads with some pricing! 
I'm going to get a set of the heads inbound tomorrow.
I'm going to get a set of the heads inbound tomorrow.
12-02-2012, 08:31 PM
#27
Former Vendor
thanks
12-02-2012, 08:32 PM
#28
Safety Car
Thread Starter
Good deal, I'll shoot you a pm.
Last edited by breecher_7; 12-02-2012 at 08:36 PM.
12-03-2012, 08:12 PM
#30
Safety Car
Thread Starter
West coast cylinder heads says they are 70cc and they do some nice port work. I am inclined to believe them. This is what I hate about these things, you get different answers from everyone.
12-03-2012, 09:34 PM
#31
AKA "The CLOWN"
Member Since: Feb 2010
Location: Chicago South Suburbs
Posts: 6,261
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CAN SOMEONE PLEASE CONFIRM THE CHAMBER SIZE OF LSA HEADS.....................HELP!!!!
If they really are 70cc then I will need to change my piston choice, but need know 100% with link attached to be sure. Not willing to take a chance!
I'm looking for at least 9.5 CR but 10.0 would be better.
Last edited by Blitzkrieg; 12-03-2012 at 09:40 PM.
12-03-2012, 11:49 PM
#32
Burning Brakes
I have a LSA head/LS3 manifold on my LQ9 right now waiting to go back in the car.
Remember when changing over to the LSA heads, you have to change your intake rockers and pedestals at a minimum.. Just means more $$. I also found them to setup requiring a 7.425" pushrod over the standard 7.400", so don't plan on re-using what you had unless you're lucky for some reason.
Take note of the picture below. The alignment tab on the LS3 intake manifold is not in the same position as the hole milled in the LSA heads. Therefore, to use the manifold you have to cut off the alignment tab.
Also, attached are the Manley valve labels with p/n's I used.
For what it's worth, I went forward with the heads as being 68.4cc chambers from GM. Same as LS3 chamber. Since I bought my block already setup for the custom pistons, I DID go ahead and have the heads decked .025" (so i'm using a 7.400" pushrod) to put my compression at 9.0:1. I know it goes against the grain
. Machine shop said it put the one he checked around 64.5cc. Rule of thumb is about 1cc/.006" milled.
Remember when changing over to the LSA heads, you have to change your intake rockers and pedestals at a minimum.. Just means more $$. I also found them to setup requiring a 7.425" pushrod over the standard 7.400", so don't plan on re-using what you had unless you're lucky for some reason.
Take note of the picture below. The alignment tab on the LS3 intake manifold is not in the same position as the hole milled in the LSA heads. Therefore, to use the manifold you have to cut off the alignment tab.
Also, attached are the Manley valve labels with p/n's I used.
For what it's worth, I went forward with the heads as being 68.4cc chambers from GM. Same as LS3 chamber. Since I bought my block already setup for the custom pistons, I DID go ahead and have the heads decked .025" (so i'm using a 7.400" pushrod) to put my compression at 9.0:1. I know it goes against the grain
. Machine shop said it put the one he checked around 64.5cc. Rule of thumb is about 1cc/.006" milled.
12-04-2012, 08:32 AM
#33
Safety Car
Thread Starter
Thank you for posting! The pushrod length should always be measured so that doesnt really suprise me. As far as changing rockers, I knew that will be part of it. I will be putting a low milage set of adjustable crane golds up for sale to offset that cost. I knew about the alignment pin on the intake as well. Pretty sure I am going to order the valves from manley as well but will use a inconel exhaust valve instead and there stronger version of the hollow stem.
Thanks for posting that up.
Thanks for posting that up.
I have a LSA head/LS3 manifold on my LQ9 right now waiting to go back in the car.
Remember when changing over to the LSA heads, you have to change your intake rockers and pedestals at a minimum.. Just means more $$. I also found them to setup requiring a 7.425" pushrod over the standard 7.400", so don't plan on re-using what you had unless you're lucky for some reason.
Take note of the picture below. The alignment tab on the LS3 intake manifold is not in the same position as the hole milled in the LSA heads. Therefore, to use the manifold you have to cut off the alignment tab.
Also, attached are the Manley valve labels with p/n's I used.
For what it's worth, I went forward with the heads as being 68.4cc chambers from GM. Same as LS3 chamber. Since I bought my block already setup for the custom pistons, I DID go ahead and have the heads decked .025" (so i'm using a 7.400" pushrod) to put my compression at 9.0:1. I know it goes against the grain. Machine shop said it put the one he checked around 64.5cc. Rule of thumb is about 1cc/.006" milled.
Remember when changing over to the LSA heads, you have to change your intake rockers and pedestals at a minimum.. Just means more $$. I also found them to setup requiring a 7.425" pushrod over the standard 7.400", so don't plan on re-using what you had unless you're lucky for some reason.
Take note of the picture below. The alignment tab on the LS3 intake manifold is not in the same position as the hole milled in the LSA heads. Therefore, to use the manifold you have to cut off the alignment tab.
Also, attached are the Manley valve labels with p/n's I used.
For what it's worth, I went forward with the heads as being 68.4cc chambers from GM. Same as LS3 chamber. Since I bought my block already setup for the custom pistons, I DID go ahead and have the heads decked .025" (so i'm using a 7.400" pushrod) to put my compression at 9.0:1. I know it goes against the grain
. Machine shop said it put the one he checked around 64.5cc. Rule of thumb is about 1cc/.006" milled.Last edited by breecher_7; 12-04-2012 at 09:04 AM.
12-04-2012, 09:45 AM
#34
Burning Brakes
Thank you for posting! The pushrod length should always be measured so that doesnt really suprise me. As far as changing rockers, I knew that will be part of it. I will be putting a low milage set of adjustable crane golds up for sale to offset that cost. I knew about the alignment pin on the intake as well. Pretty sure I am going to order the valves from manley as well but will use a inconel exhaust valve instead and there stronger version of the hollow stem.
Thanks for posting that up.
Thanks for posting that up.
The intakes are a bit heavier at 108g. I didn't use the LS3 hollow stem intakes on purpose, even though they are so light. They can't be that light without a VERY thin stem wall.
To make up for some of the reciprocating mass, I went with the BT Racing max pressure dual springs with Ti retainers. They are significantly lighter on the retainer/lock area where it matters. The patriots are like bricks by comparison.
Good feedback in here:
http://www.yellowbullet.com/forum/sh...=454316&page=3
weight comparisons start pg.3 post #42
Don't know if I'm allowed to post links to other forums.. If not, please give me a heads up and I will remove.
12-04-2012, 09:49 AM
#35
Safety Car
Thread Starter
Good Info!
No problem
The intakes are a bit heavier at 108g. I didn't use the LS3 hollow stem intakes on purpose, even though they are so light. They can't be that light without a VERY thin stem wall.
To make up for some of the reciprocating mass, I went with the BT Racing max pressure dual springs with Ti retainers. They are significantly lighter on the retainer/lock area where it matters. The patriots are like bricks by comparison.
Good feedback in here:
http://www.yellowbullet.com/forum/sh...=454316&page=3
weight comparisons start pg.3 post #42
Don't know if I'm allowed to post links to other forums.. If not, please give me a heads up and I will remove.
The intakes are a bit heavier at 108g. I didn't use the LS3 hollow stem intakes on purpose, even though they are so light. They can't be that light without a VERY thin stem wall.
To make up for some of the reciprocating mass, I went with the BT Racing max pressure dual springs with Ti retainers. They are significantly lighter on the retainer/lock area where it matters. The patriots are like bricks by comparison.
Good feedback in here:
http://www.yellowbullet.com/forum/sh...=454316&page=3
weight comparisons start pg.3 post #42
Don't know if I'm allowed to post links to other forums.. If not, please give me a heads up and I will remove.
12-06-2012, 07:20 PM
#40
Former Vendor
I just ordered a set of LSA's today.
I will CC the chambers and flow the heads in "as cast" form and post up the results.
I will then send the heads to Charlie@RPM for him to run his CNC port program through the heads and post those results.
I'll be prepping them with BTracing dual springs and using stock LS3 rockers with comp trunions.
Lastly, I'll be figuring out a blower cam to take advantage of the huge intake runners that has great street manners, from my understanding these heads are real sensitive to cams.
I will then bolt these up to my car and see what they can do.
End goal is offer a complete head and cam package to take the guess work out a big power bower combo.
I will CC the chambers and flow the heads in "as cast" form and post up the results.
I will then send the heads to Charlie@RPM for him to run his CNC port program through the heads and post those results.
I'll be prepping them with BTracing dual springs and using stock LS3 rockers with comp trunions.
Lastly, I'll be figuring out a blower cam to take advantage of the huge intake runners that has great street manners, from my understanding these heads are real sensitive to cams.
I will then bolt these up to my car and see what they can do.
End goal is offer a complete head and cam package to take the guess work out a big power bower combo.