| S2 Pro Heads Test vehicles needed, call for details and special pricing. |
S2 Pro LS3 / L92 head
Pricing starting at $1349.00 / pair exchange
* CNC ported - Exchange
* Multi angle CNC valve job
* Hot tanked & pressure washed
* Add Patriot Extreme springs - $259.00
* Add Manley pro flo valves - $279.00
Options:
* Bare heads (new castings no exchange) $1679.00
* Complete heads (new castings - no core needed) $2199.00
(includes everything below)
* New GM Castings
* Manley Pro Flo valves
* Patriot Gold Extreme Springs - good to .660 lift
Extra cost options:
* Stage 2 porting - 4.125 and larger bore motors
(Heads will be set up for your combination)
* Larger / custom valves
* Mill heads
* Custom ground camshafts - $369.00
Notes: must be used on 4.00" or larger bore motors.
Pricing starting at $1349.00 / pair exchange
* CNC ported - Exchange
* Multi angle CNC valve job
* Hot tanked & pressure washed
* Add Patriot Extreme springs - $259.00
* Add Manley pro flo valves - $279.00
Options:
* Bare heads (new castings no exchange) $1679.00
* Complete heads (new castings - no core needed) $2199.00
(includes everything below)
* New GM Castings
* Manley Pro Flo valves
* Patriot Gold Extreme Springs - good to .660 lift
Extra cost options:
* Stage 2 porting - 4.125 and larger bore motors
(Heads will be set up for your combination)
* Larger / custom valves
* Mill heads
* Custom ground camshafts - $369.00
Notes: must be used on 4.00" or larger bore motors.
Top End Package
Everything you need to install LS3 / L92 heads on your LS2
Drive by wire package (for LS2)
Heads
Head gaskets
Intake - LS3 with 40 pound injectors & fuel rail
Rocker stands - 2
Offset intake rocker arms - 8
90 mm DBW TB w/pig tail
Cable style Throttle body
Heads
Head gaskets
Intake - LS3 with 40 pound injectors & fuel rail
Throttle Body - NW 92mm
Rocker stands - 2
Offset intake rocker arms - 8
Pig tails for injectors
Throttle cable bracket
92 mm TB (if needed)
Everything you need to install LS3 / L92 heads on your LS2
Drive by wire package (for LS2)
Heads
Head gaskets
Intake - LS3 with 40 pound injectors & fuel rail
Rocker stands - 2
Offset intake rocker arms - 8
90 mm DBW TB w/pig tail
Cable style Throttle body
Heads
Head gaskets
Intake - LS3 with 40 pound injectors & fuel rail
Throttle Body - NW 92mm
Rocker stands - 2
Offset intake rocker arms - 8
Pig tails for injectors
Throttle cable bracket
92 mm TB (if needed)
Flow numbers (Tested on a 4.060 bore @ 28")
These flow numbers are from the hand ported test head. They will pick up
5 to 8 CFM from .300 lift and up after they are CNC ported.
Intake flowed with a plate - No pipe on the exhaust.
5 to 8 CFM from .300 lift and up after they are CNC ported.
Intake flowed with a plate - No pipe on the exhaust.
|
Have you ever wished you could have your heads
ported by a professional cylinder head shop?
Someone with over 30 years experience that does
record setting heads and intake manifolds for NHRA &
IHRA Pro Stock teams as well as NASCAR, Formula 1
and many other professional classes around the world.
Well now you can.
We have been working with one of the best cylinder
head shops in professional racing, and we now have
their CNC ported L92 / LS3 heads in stock.
ported by a professional cylinder head shop?
Someone with over 30 years experience that does
record setting heads and intake manifolds for NHRA &
IHRA Pro Stock teams as well as NASCAR, Formula 1
and many other professional classes around the world.
Well now you can.
We have been working with one of the best cylinder
head shops in professional racing, and we now have
their CNC ported L92 / LS3 heads in stock.
 | |  | |  |
Valve job
The valve job is custom designed to work with these heads. They are done
on a CNC profile machine. The valve job is designed to last under the most
demanding street and strip conditions.
This is where the many years of experience of a professional really comes
into play. Very shall changes in seat angle, seat width, shape can be worth
considerable HP & TQ gains.
On a race head, just changing the seat by as little as a few thousands, can
increase the HP by as much as 18 HP.
The valve job is custom designed to work with these heads. They are done
on a CNC profile machine. The valve job is designed to last under the most
demanding street and strip conditions.
This is where the many years of experience of a professional really comes
into play. Very shall changes in seat angle, seat width, shape can be worth
considerable HP & TQ gains.
On a race head, just changing the seat by as little as a few thousands, can
increase the HP by as much as 18 HP.
| See test results below. |
Dyno
We could not get the car strapped down tight enough to get true results. (The tires were spinning)
We got a 12 hp gain at 5600 RPM and an average gain of 15 from 5700 to 6500 - if we could have got the car strapped down to eliminate the tire spin, we would have
seen much better results.
Street - Before head swap
From a 15 MPH roll, the tires would break loose, then hook up and pull hard - second gear shift would break the tires loose and then hook up and pull hard. The third
gear shift would just chirp the tires.
Street -After head swap
From the same 15 MPH roll, the tires would break loose and spin all the way through first, then continue to spin in second and start to fish tail all the way to 5600 RPM.
On the third gear shift, the tires would spin hard and the hook and pull very hard.
Track - Dallas Raceway (both before & after testing)
Before head swap - Floor it and enjoy the ride. The car just plain hooked and then chirp the tires on the 1-2 shift.
After head swap - The tires would spin a little on the launch, then as the RPM came up, they would break loose and then catch traction.
On the 1-2 shift, the tires would break loose and spin hard enough to put the car slightly sideways. The car would spin the tires almost to the 1/8 mile markers.
On the 2-3 shift, the tires would spin hard for some 15 feet or better.
The data log shows 1.211 seconds of tire spin on the 1-2 shift and .4166 seconds of tire spin on the 2-3 shift with the LS3 heads.
ET went from 11.5's to 11.3's - using the correction factor, we gained .15 seconds. We will be doing more testing after we get some better tires and can take full
advantage of the new heads.
Fuel Millage
The new heads picked up almost 3 MPG (average fuel mileage)
Future testing
A set of drag radials, ported intake and more tuning - this should get us into the 11.0's to 11.1's with ease.
New cam coming soon !!!
We could not get the car strapped down tight enough to get true results. (The tires were spinning)
We got a 12 hp gain at 5600 RPM and an average gain of 15 from 5700 to 6500 - if we could have got the car strapped down to eliminate the tire spin, we would have
seen much better results.
Street - Before head swap
From a 15 MPH roll, the tires would break loose, then hook up and pull hard - second gear shift would break the tires loose and then hook up and pull hard. The third
gear shift would just chirp the tires.
Street -After head swap
From the same 15 MPH roll, the tires would break loose and spin all the way through first, then continue to spin in second and start to fish tail all the way to 5600 RPM.
On the third gear shift, the tires would spin hard and the hook and pull very hard.
Track - Dallas Raceway (both before & after testing)
Before head swap - Floor it and enjoy the ride. The car just plain hooked and then chirp the tires on the 1-2 shift.
After head swap - The tires would spin a little on the launch, then as the RPM came up, they would break loose and then catch traction.
On the 1-2 shift, the tires would break loose and spin hard enough to put the car slightly sideways. The car would spin the tires almost to the 1/8 mile markers.
On the 2-3 shift, the tires would spin hard for some 15 feet or better.
The data log shows 1.211 seconds of tire spin on the 1-2 shift and .4166 seconds of tire spin on the 2-3 shift with the LS3 heads.
ET went from 11.5's to 11.3's - using the correction factor, we gained .15 seconds. We will be doing more testing after we get some better tires and can take full
advantage of the new heads.
Fuel Millage
The new heads picked up almost 3 MPG (average fuel mileage)
Future testing
A set of drag radials, ported intake and more tuning - this should get us into the 11.0's to 11.1's with ease.
New cam coming soon !!!
Test vehicle
06 Corvette A6 (automatic) stock converter - 2.93 gears
416 with 1 7/8 headers and Z06 mufflers
Heads - Trever Johnson ported heads (stage 3)
The heads were milled and the chambers were reworked and matched to the bore. They flowed just over 320 cfm.
FAST 90 ported intake with a ported 90mm TB
Comp Cams 232 / 234 .595 / .598 on a 114 LSA
Toyo R888 308 / 30 / 19
These heads and intake were then replaced with a stock LS3 intake and our ported LS3 heads. (no other changes were made)
This dropped the compression ratio almost a half point.
06 Corvette A6 (automatic) stock converter - 2.93 gears
416 with 1 7/8 headers and Z06 mufflers
Heads - Trever Johnson ported heads (stage 3)
The heads were milled and the chambers were reworked and matched to the bore. They flowed just over 320 cfm.
FAST 90 ported intake with a ported 90mm TB
Comp Cams 232 / 234 .595 / .598 on a 114 LSA
Toyo R888 308 / 30 / 19
These heads and intake were then replaced with a stock LS3 intake and our ported LS3 heads. (no other changes were made)
This dropped the compression ratio almost a half point.
Test results
We are very pleased with how well the car has responded to these new heads, but testing has been very troublesome.
We can't get the car strapped down well enough to stop the tire spin on the dyno, and at the track, tire spin has been a huge problem.
We are very pleased with how well the car has responded to these new heads, but testing has been very troublesome.
We can't get the car strapped down well enough to stop the tire spin on the dyno, and at the track, tire spin has been a huge problem.