LSA Cylinder Heads
Discussion
In my pursuit of a budget FI build I came across these:
www.superchevyperformance.com/12626958_LSA_Cylinder_Head_Assembly_p/12626958.htm
They are of no use to me as I am using a LS6 intake (Cathedral Port) & small bore. These require a 4.030+ bore but maybe of interest to someone on here as an alternative to aftermarket thick deck Heads. They are effectively the same as the LS9 head but with different valves, but half the cost!
If anyone has seen any flow bench numbers for these or the LS9 heads I would love to know what the are capable of.
www.superchevyperformance.com/12626958_LSA_Cylinder_Head_Assembly_p/12626958.htm
They are of no use to me as I am using a LS6 intake (Cathedral Port) & small bore. These require a 4.030+ bore but maybe of interest to someone on here as an alternative to aftermarket thick deck Heads. They are effectively the same as the LS9 head but with different valves, but half the cost!
If anyone has seen any flow bench numbers for these or the LS9 heads I would love to know what the are capable of.
The 6.2L Supercharged LSA cylinder heads are similar to those used on the naturally-aspirated 6.2L LS3 Corvette V-8, with enhancements for supercharged induction and maximum durability.
The LSA heads feature a unique “wing” cast into each intake port to promote a swirling motion that blends the pressurized air-fuel charge. The heads are also cast from a premium A356-T6 alloy, which better manages the heat generated in a supercharged engine. A356-T6 pays particular dividends in the thin bridge area between the intake and exhaust valves, where effective heat dissipation is crucial to both performance and long-term durability. Finally, the LSA heads are rotacast. This process rotates the head mold as the molten alloy cools and essentially eliminates porosity, or microscopic pockets of air trapped in the casting. Rotacasting delivers a stronger part that helps maintain performance and structural integrity over the life of the engine.
Low-friction hydraulic roller lifters actuate the LSA’s valves, with unique offset rocker arms for the intake valves. On the inlet rocker, the valve tip is offset six millimeters from the pushrod. This configuration allowed GM engineers to locate the intake port for a more direct air-fuel flow into the combustion chamber.
Valves are among the most heat-stressed parts in an engine, and their wear resistance is crucial to long-term durability. Those in the LSA are manufactured from a high-chromium steel alloy called SilChrome 1, with thicker heads than most other Gen IV V-8s. They promote heat transfer away from the valve face and valve guide to the cooler end of the stem, where it more readily dissipates. This maintains a lower, more uniform valve temperature, reducing wear on the valve guide for better alignment and a consistent seal between the valve seat and valve face over the life of the engine. The intake valves measure 55 mm in diameter and the exhaust valves, 44 mm.
The LSA heads feature a unique “wing” cast into each intake port to promote a swirling motion that blends the pressurized air-fuel charge. The heads are also cast from a premium A356-T6 alloy, which better manages the heat generated in a supercharged engine. A356-T6 pays particular dividends in the thin bridge area between the intake and exhaust valves, where effective heat dissipation is crucial to both performance and long-term durability. Finally, the LSA heads are rotacast. This process rotates the head mold as the molten alloy cools and essentially eliminates porosity, or microscopic pockets of air trapped in the casting. Rotacasting delivers a stronger part that helps maintain performance and structural integrity over the life of the engine.
Low-friction hydraulic roller lifters actuate the LSA’s valves, with unique offset rocker arms for the intake valves. On the inlet rocker, the valve tip is offset six millimeters from the pushrod. This configuration allowed GM engineers to locate the intake port for a more direct air-fuel flow into the combustion chamber.
Valves are among the most heat-stressed parts in an engine, and their wear resistance is crucial to long-term durability. Those in the LSA are manufactured from a high-chromium steel alloy called SilChrome 1, with thicker heads than most other Gen IV V-8s. They promote heat transfer away from the valve face and valve guide to the cooler end of the stem, where it more readily dissipates. This maintains a lower, more uniform valve temperature, reducing wear on the valve guide for better alignment and a consistent seal between the valve seat and valve face over the life of the engine. The intake valves measure 55 mm in diameter and the exhaust valves, 44 mm.
ringram said:
TerryS said:
I have no idea yet mate, if at all. I will probably see how the C4B heads do first.
On the LSA head (or LS9)I wondered if they had altered the I/E ratio to favour FI more.
Thats the job of the cam On the LSA head (or LS9)I wondered if they had altered the I/E ratio to favour FI more.
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