CNC Machining LS3 Heads for Ricky!! (huuuge gains) 

You are welcome!

Yes!! Way gooder than cathedral port heads

How much to do my heads this way?

@@chevroletiroc we only sell the new heads outright

How much are they

@@chevroletiroc $2,495

I agree, the smaller CSA on cathedral port heads really promotes a lower rpm torque curve. For an all out racing application though like what I am doing, you just can’t beat the larger CSA in the rectangle port heads. It’s all application specific though!! Many variables to consider

@@JacobVillemain absolutely, horses for courses and courses for horses! Ive done a few engines and the dynos do do the cathedral port heads justice. I usually get a disappointing look when tell them the dyno reading. But a week or so later tell me how much they love it and they've blown this and that car away... What i am worried about is not seeing the mid range dyno results for a cathedral port on a stroker. Was this the case for yourself?

The mid range on my 402" was still very strong with the cathedral port heads. However with the 821s I anticipate I will pick up power & torque everywhere through-out the rpm curve.

@@JacobVillemain be great to see the back to back results. Cheers!

@@JacobVillemain Hi did you get any results?

Yes I will most likely need to mill the intake flanges so the ports line up correctly. Valve lash is set with pushrod length. Now-a-days you can get pushrods off the shelf in .025” increments. Thanks

Thank you for responding. Hydraulic lifters used to have .060 movement from no oil pressure to pumped up with the engine running with oil pressure, so you can get the lash set pretty close to mid throw with .025 of adjustment from the push rods. Interesting. I have one last question for you. When I had my shop, it was attached to a NAPA parts store. I know all the Allied Engine Parts part numbers for the parts I used to use to use to build small block Chevys. Unfortunately NAPA no longer sells engine parts according to my local NAPA parts store. I used to use valve stem seals that were attached to a flange that the valve spring would sit on so they couldn't pop off the top of the valve guides. Do you know if anyone makes those seals any more? The Perfect Circle tool I have leaves the valve guide boss .502 dia. Thank again for your help.

@@JacobVillemain how much did you end up having to mill the intake manifold to get it to align? If you don't mind me asking

243s will work well too

Damn spicy unit. Cam specs and intake?

@@JacobVillemain fast 102 24x/25x 114+?

@@sic7camaro We like that. I hopefully should be in the same ball park with my 245/257 cam

Wow! Great numbers. What was WOT timing?

@@sic7camaro Tight LSA cams are winning on N/A apps. Rich Holdener did a test of 108/112 and 120 LSA with rest of cam specs the same. The 112 LSA made 34 more ft-lb to 5500 then the torque curve and power was similar to the 120. The 108 LSA made 14 more ft-lb to 5500 than the 112 LSA, the torque curve matched until the final 300 rpm where the 108LSA made 7 more rwhp at the end of the curve. So the 108 LSA was worth almost 50 ft-lb over the 120 lsa up to 5500 and a little at the top.

You rock 😂

💀 💀 💀

Obviously.

Lines up perfect for me

Hands on experience and owner taught!

I haven’t decided yet. Part of me wants to try turboing it at 13.0:1 and see what happens 😂 If it proves to difficult to tune I will swap heads out

590+ wheel! There is a video somewhere on the channel showing it

821

No it isn't better to have a dome piston. How do you know its going to have piston to valve clearance issues? This guy knows what he's doing. Did you watch the whole video? The guy is in a machine shop doing the work himself. Are you really serious?

You can't tell me diamond doesn't sell a piston that you could have gotten You're desired Compression without milling the s*** out of that head. I don't understand the reasoning for the Milling the head, you just did the short block. Why didn't you order the right? parts

@@ironmike742 have you ever heard of quench? When going for big power quench plays a big part of stable hp. Yea you can cut heads and not have a issue. We’ve all done it. But 80 thousands is ridiculous. And by the looks of his other video of the block he’s using flat tops. And you only have around 120thou clearance on ptv stock. With a stroker cam and 80thousands off that’s definitely ptv issues. I’m assuming he cut the pistons. Or done a piston swap. So he should have ran a dome instead of cutting the shit out of the heads. It’s better to run a thinner gasket. Or some piston over cutting the head any day to improve quench. it just doesn’t make and sense to do this. You risk running into bolting issues with intake. You are cutting alot of the deck off the head making it weaker. Not saying this doesn’t work. Because it does. It’s just the lazy/cheap way of raising compression. And my grandpa owns a machine shop we build 600+hp N/a Ls based engines almost on the daily. So just because this guy has a shop and a RU-vid channel doesn’t make him the best builder in the world. I’m sure if you ask him he will tell you a tighter quench makes for less detonation and less octane requirements. Meaning you can run 12.1 compression on 93 octane with a tight quench. vs a normal or larger quench you would have to run 100octane. On the same engine. With less chance of detonation..

Ha!

@@JacobVillemain lol it would be a win win on both parts! Seriously though I am very anxious to see what you make power wise.

If the car wanted to make more high rpm power, but was constrained by the heads, having the new heads will make a huge gain. If it's setup for moderate power under 7000 RPM, and a long runner intake then the heads won't make as much as you think they should. So on one combo they could make 30-50 HP and another they can release over 100 more HP. With the old combo making 537rwhp on 402 cubic inches, I'm guessing it's a long runner intake such as the fast or truck, and the cam is not that "big", probably 228-235@.05". Something that power peaks at 6500 RPM on the 6.0L and 6000 RPM on the 402 cubic inch 6.6L. So my guess is a 30-50HP release. With 100+ additional with bigger cam and intake setup for power peak in the 7000-8000 RPM range. So 575 rwhp with current combo, but enough head for closer to 700 HP at the wheels with the right supporting parts. I'm guessing the old cathedral ports made 290-310 CFM @.5".

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@@JacobVillemain done! Thanks!

340lph. I had almost .200” PTV clearance so this should be no problem.

@@JacobVillemain pump gas 93 ⛽?

Pump E85

How much compression have u been able to run on 93 pump gas before?

@andrewwilliamson1879 the most compression you can run on 93 is around 11 to 1. It also depends on the valve opening events, LSA, and duration of the cam. More duration and overlap can allow more compression. Also you have to have to be careful of the ignition timing. Technology has brought us a long way with being able to run more compression. Direct injection helps also because it cools the cylinders a little more. A real good cooling system is a big help.Hope that helps.

We now have our own aftermarket castings made. We no longer machine or work with stock castings. smedingperformance.com/collections/cylinder-heads

This combination was hydraulic!

smedingperformance.com Currently sold out but more coming soon.

I like to live on the edge

It worked amazing. Made 600whp & went 200+ at the TX Mile

I like it 😎

Oof that would hurt!!

Because the short block is already assembled