When it comes to OEM cylinder heads, the entire LS part line is a real step up in the world of factory cylinder heads. You have a factory head with large intake ports, decently sized intake and exhaust valves, and quality aluminum casting off the assembly line – especially when compared to the LS’s spiritual predecessor.
One of the more coveted Gen-III/Gen-IV castings are the so-called 243 and 799 heads. There is very little difference between them, and since they are the basis of aftermarket improvement, they are completely identical in function. So when we chose the main engine for our LS5.0 project, the 4th generation LY2 was approved thanks to the use of 799 cylinder heads.
We put our “cleaned” (as much as possible using several different degreasers and plastic abrasive pads) heads on a traffic table to confirm or destroy internet traffic levels. We were pleasantly surprised to see the stock 799 suck in 243 cfm with 0.600 inches of lift. Of course, this was not enough to achieve the goals of our LS5.0 project, so we knew right away that they needed love. That’s it, we packed the heads and sent them to Lingenfelter Performance Engineering (LPE).
CNC program Lingenfelter 243/799 opens inlet (left) up to 228cc. cm and increases the flow to 320 cu. feet per minute at 0.600 in. The exhaust opens up to 84cc. cm, while the chamber remains at 65 cc. See standard configuration. However, they reduced the chamber to 60cc. See for our needs.
After they mocked our packaging (Coleman coolers are perfectly acceptable shipping containers), the Lingenfelter team put them in the CNC and got to work. The first step was to enlarge the 210cc intake manifold. cm to a healthy 228 cc. See when optimizing the shape of the air intake. The exhaust port was treated in a similar way, which increased the volume by 9 cc.
When it comes to chambers, LPE usually CNC cleans them and then kisses the deck to keep the total volume at the OEM level of 65cc. However, for our purposes, we needed a 60cc chamber. See, so Lingenfelter removed a bit more from the deck after working on the camera. We opted for a valve upgrade, so the team fabricated seats for Manley’s 2.02″ stainless steel hollow intake valve and 1.575″ stainless steel Manley exhaust valve.
In addition, we opted for a dual-valve spring upgrade, which gave us springs suitable for up to 0.660-in. lift, as well as lightweight titanium retainers to meet our rotation speed goals. The claimed peak flow of the working head is 320 cfm on the inlet side and 224 cfm on the exhaust side at a lift height of 0.600 inches. This is almost 32% more and should provide enough traffic to reach our goals.
The Dual Valve Spring Upgrade Package added springs capable of up to 0.660″ lift on the valves and added titanium retainers.
Of course, these stunning cylinder heads are only superior to the very best. Of course there is a wide variety of LS aluminum valve covers and they are great, but we wanted the best of the best – something that would really stop people in their tracks. We want carbon fiber. To do this, we turned to Performance Design, best known for their line of Carbon R intake manifolds.
These hats not only attract attention. These are not water-soaked aluminum parts, similar to carbon. These are not valve covers with carbon lining. No, these hoods are made entirely of woven 2×2 6K carbon fiber with high performance polymer sealing flanges and use titanium fittings to create the lightest hood construction on the market with no compromise in terms of strength.
Here you can see the durable yet lightweight Performance Design valve cover construction. Anodized aluminum spool holders fit LS3/LS7 type spools and resin injection molded shim guides feature OEM cover gaskets. If necessary, it can be easily replaced at your local parts store.
Valve caps are available in a variety of configurations, with or without AN-12 fill ports (for dry sump systems), with or without coil holders type LS3/7 (black or red anodized). For our build we chose AN-12 fill holes on both caps, not only will we be able to fill with oil, but thanks to the universal AN thread we will be able to easily screw in the fittings for some of the vacuum pump tests we plan to do. do, and Provides a convenient port for connecting a pressure gauge on a dynamometer.
The cover is designed with an undercut inner wall to increase rocker clearance, retains mounting hardware, built-in outdoor PCV port, and uses OEM gaskets so you don’t have to look for anything special when servicing. These valve covers fit king so they go right on top of those LPE cylinder heads. Not only the performance of LS5.0 will make people shine, but its appearance will also surprise people.
Some of the stunning details of the Performance Design body are the beautifully machined titanium fasteners (right) and the AN-12 oil filler cap with lightweight aluminum cap. We plan to use these ports not only for oil production.
Post time: Feb-10-2023