The only way to know for sure is to take a few valves out and have a look for your self. Since the seats were replaced for the larger valves, you must have had a valve job done. Check the quality of work where the machine cutting meets the uncut casting. If they have already been blended or make a reasonably smooth transition, you will likely be fine. If not, you have room for improvement with some careful bowl work.
In all the posts I have seen here, the biggest improvements to stock castings comes from a quality valve job and porting the areas around the seat and the guides.
Thanks man.
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In ported form AND stock form the 243's are superior. They have a better shape and more meat in the right areas. No doubt you can improve the 241's with porting, and a well ported set of 241's will do better than a pair of poorly ported 243's. There are areas in 241's where a good porter would need to remove material to get the perfect shape he wanted, but he can't because he'd hit water.
__________________ Kevin 1999 Camaro Z28
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im not goin to try and steal any ones glory here but i have to agree with hammertime with the numbers and the streetablity vs. raceability. even tho your 241 heads may flow 320 cfm on the intake, the only time any engine is going to use that full 320 cfm is if it is forced in there. but then yoour exhuast is 100 cfm less then the intake which means if youo do use all your 320 cfm then your going to be backed up on the exhaust side but thats besides the point. for a moderately sized cam you do want a good flowing intake and a good flowing head but not to the point where the head is only good at max rpms. you want a head that can flow decently at driving speeds and rpms, cuz honestly where are you going to use over 250 cfm wide open daily unless the car is a dedicated race car. thats why the l92 heads are a great flowing head but those heads are almost never going to meet their full potential. but not only do you want flow rating at low rpms, but it also comes down to volume vs. effeciency like hammertime said. if you have to much volume and too little effeciency then the flow will slow down to the point where the heads are a race only application even with an aggressive street cam. so want a head that can both provide enough air for the cam you have chosen but also provide enough flow that it can be driven at streetable speeds and rpms. so yes 241's and 853's stock are very restrictive for even the mild cam swap. but a good set of ported 241's or 853's are better then stock 243's and will be enough for the mild to moderate cam swap (220 to high 230 duration cams), but anything over that will deffinately want a set of ported 243's or a set of cnc'd heads. but once again it also depends on the flow ratings not only at maximum valve lift but at all through the lift cycle.
__________________ Futral F13 230/232 .595"/.585" 112 LSA cam, LS6 intake,FLP Lt's, true duals with x-pipe bullet mufflers cat delete, PRC .650" dual springs, Comp hardened pushrods, upgraded 1.7 stock rocker arms with trunnion bearings, K & N FIPK II intake, SLP 85mm MAF, 85mm Pro Products tb, rollmaster single HD timing chain, Walbro 155 lph fuel pump with racetronix voltage increase, Spec Stage 3+ clutch, Billet flywheel
A SS looks like it will kick your ass, a WS6 looks like it's coming over to do it.
airflow consumed by engine has many variables.
243 or 799 are better option over any other cathedral port head in stock form. and will support over 500bhp in 5.7L+ engines.
airflow consumed by engine has many variables.
243 or 799 are better option over any other cathedral port head in stock form. and will support over 500bhp in 5.7L+ engines.
Plus the much more efficient CC. The 241 has shrouded valves, especially when someone throws larger valves in there w/out cleaning that side of the CC up. Thanks again for the great deal on 799s!
Oh yea, we're in a 9 month old thread
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