Just ordered everything from Texas Speed but the lifters, head gaskets, intake, and throttle body. Those all should be on order tonight, and I'll hopefully get her put all back together Labor Day weekend.
I'm old...and will go really slow since this will be my first head installation in nearly three decades!!! At least these heads should be a bit lighter than those.
Or just get the valve events right to begin with...
What fun is that. It's only money.
__________________ C5 439" LS7 heads
255/267 .659 .660 114 13.5/1 AMERICAN RACING HEADERS
2005 CTSV Back to stock
old combo 408" L92/L76 231/235 LSK 497rwhp/481rwt
2007 TBSS still stock
2007 BMW 335i 11's on the way..
2005 GTO A4 L92 427 508.6 rwhp unlocked ss3600 11.08@123.5mph corrected
Just ordered everything from Texas Speed but the lifters, head gaskets, intake, and throttle body. Those all should be on order tonight, and I'll hopefully get her put all back together Labor Day weekend.
I'm old...and will go really slow since this will be my first head installation in nearly three decades!!! At least these heads should be a bit lighter than those.
Gerry
You don't mess around do you?
I did the H/C swap in my car with some help from a friend and a little beer on a Saturday. We had it running on Sunday and it was the first time I had ever done a H/C swap. I don't think you'll have a problem even for an old guy!
I did the H/C swap in my car with some help from a friend and a little beer on a Saturday. We had it running on Sunday and it was the first time I had ever done a H/C swap. I don't think you'll have a problem even for an old guy!
Thanks...I've turned a few wrenches in my day. Most of them over the last 20 years were turned on things painted green with turbine engines though. I doubt I'll have a problem, and if there's one thing that working on helicopters taught me...is to know when to stop and ask questioins.
And I had to make a decision quickly. My Bonneville just turned 200,000 miles, and she's showing her age, plus I've got work and other stuff going on and didn't have time to mess around. The one thing I still don't know is how she's going going to react down low. Since I couldn't get a straight answer to that question, I decided to find out on my own
Thanks for all the help everyone...I'll post my results and dyno sheets when I get them.
What a huge thread. Lots of good info if you take the time to sift out some of the hijackers bs. Other then that I think I just took a crash course on l92 heads and what does and doesn't work.
Thanks for the link Kevin
__________________ 2000 FRC LS2 402 - 541 rwhp 505 rwtq Tuned by Vengeance Racing
TFS 215's (59cc) Custom Cam, 1 7/8 ARH, Ported FAST 92, UD Pully, EWP
RPS Street Twin Lite, and Pfadt Coil overs, Sways, bushings kit, RPM Stg III
For all your Performance needs:Vengeance Racing678 513 7105 http://www.ls1tech.com/forums/dynamo...s-results.html
Wow! I hadn't seen this in a while and I forgot how much fun it was. Two and a half years later and I'm still waiting for a manifold for this thing. Next month hopefully the FAST will be out and we'll see how it does. I've got one coming as soon as they ship.
Thanks again Kevin for pioneering the virtues of the L92 top ends.
It appears now that a number of guys are incrementally raising the bar with these heads and once the new intakes are released I think we'll see another leap in power output.
Good work sir
Richard
__________________ Authorized dealer for and products.
West Coast Cylinder Heads
LS1Tech.com sponsor
Visit us at www.proheads.com
Last time on the dyno we were going down to 91-92 Kpa's so we knew we had a restriction before the manifold. I wasn't too concerned about it so did nothing. This past winter I wanted to cool the fluids a little so I decided to add a Dewitts radiator with built in oil cooler. I took the opportunity to address the intake restriction at the same time. I layed the radiator down so I could run a 4 inch down tube off the throttle body with a PowrMAF 100mm MAF..
This time on the dyno Kpa's only went down to 99 or so. I don't think you can really do much better than that. We picked up 11 RWHP and 10 RWT peak with some more in the middle. I'll post up a dyno chart tomorrow when Ed sends it to me. Current numbers 521/480.
Drivability remains perfect and has actually improved with the last go round. Ed's got it idling in OL and running CL above that. Previously it was tuned OL MAF. I picked up a couple MPG on the 180 mile ride home.
