Totally stock head, not going to port it or do anything to it? Limited to genIII or would consider genIV L92/LS3/LY6 stuff?

 

Well, I don't know for sure. I guess any of the above. I see that the aftermarket heads are pretty expensive so I am more interested in the best flowing factory head to use with a Super Victor carb intake.

 

its worth the money to get aftermarket heads.

 

I'd say if you could get LS3/L92/LY6 heads and run the appropriate intake that would be the quick combo. If you only wanted to run genIII stuff then I guess 243's?

 

L92 heads

 

243's for cath ports and l92s for sqaure ports.. i would say are the best lower budget heads from what i understand that came on stock motors..a 6.0l comes with 317s which are the same as 243s just with a larger combustion chamber..if you want to use boost use them..the 243s are an ls6 head and the l92s came on ls3 or newer 6.2ls i think but i could be very wrong..im still new to this lsx stuff also..just been doing a ton of reading.

 

799's are a good choice also...same flow and cc's as a 243 ls6 head but usually about 100 bucks cheaper.

 

true i didnt know that..i know the 853's are a tad smaller in the ports an flow less.
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What motor does the 799 and 243 heads come from??

 

mine came off a ls2 gto...my motor has bone stock(except for being milled .040) 799 heads with a polluter hydraulic cam and a 60k dished piston lq4 truck motor and went a 6.52 at 105 in a 2800lb mustang last weekend thru the mufflers on its first outting...

 

Found this on the 799 heads:

243 vs. 799 heads talked to GM research tonight.
I talked to Bob (Gohard777) and Mr. X. There is no difference between the two heads. The numbers tell what original mold the casting came from. 243 mold was done at GM Research, the 799 mold is used by other vendors. The same vendor will have 243 and 799 molds. The numbers are just a GM system for when the mold was made. If a head had a problem it helps them track down where the problem started. The only difference between the heads is production variance. Case closed. Thanks to Bob and Mr. X. Mr. X machined the first 243 heads himself at GM Research.

If the 243's came on LS2's, then I'd go with them since they were designed for a 4.000 bore engine.

 

Cool, then I guess this means that the 243 and 799 heads are the exact same head with just a different number??

 

It seems like it though I'd research it a bit more. But you can make appreciably more power with GenIV L92/LS3/LY6 heads. I wrote an article on a 3000 raceweight Mustang with a carbed 6.0 with stock LS3 heads, 9.9@137mph is flying. That was with a junkyard bottom end, stock heads, and fly cut pistons.

 

John, this might seems like a stupid question but when you guys fly cut these pistons they are out of the motor correct?

What cam would you have to use and not have to do the fly cut on the pistons??

How would i know what the stock L92/LS3/LY6 heads are?? I take it that the 243 and 799 casting are from a LS2??

 

You can flycut in the motor. You just have to tape everything off and pack grease around the ringland area of the piston to seel things up. vaccum out shaving and move to the next cylinder. done it a bunch of times.

Isky makes a tool for this job that makes it easy to do.

 

i've seen people fly cut them in the engine with a cutting tool that looks like a valve and goes in the valve guide. just be cautious to get all the material removed out of the engine.

 

Does anyone have a link to that Isky Tool??

 

If you want a cam like that was in that Mustang, check out www.rapidmotorsports.com and talk to Mike Kleman. He spec'd the cam. I have pics of the flycut pistons too.

 

I am not familiar with the cam, you say it is a polluter cam?? What is that?
Did you run this motor while heavier?? My car won't be that light, should be around 3050, how much slower dould that weight be?
I am wanting to get this car to run 10's in the 1/4.

 

http://www.tick-performance.com/catalog/ls1fbody/valvetrain/

 

Have a question about the MSD-6010, does it come with everything that will be needed to run the carbed 6.0L?
The trans I will be using is a Th-350 so no electronics needed there.

 

Also, will the rockers from the factory 6.0 heads interchange onto 799 heads??
This may be a dumb question but I don't know.

 

I just did a swap similar to what you are talking about. I bought an L76 out of a 2008 Pick-up. It has the L92/LS3 heads, but without the lighweight valves. The previous owner had put a cam in it (218/230 @ .050 on a 114 lsa). I dropped it in where the big-block used to sit. Same TH400 trans and converter. I used the TCI flexplate with the spacers on it, GMPP intake, and MSD 6012 ignition. I haven't had it to the track, yet, but it feels pretty good running around on the street. This car went 9's with the big block. Once I get the right converter in it, I think I can get it in the 10's with this motor as is. Right now it pulls good all the way to 7000 RPM. I'll start making horsepower later :twisted:

 

I've got a set of L92s complete with rockers and pushrods for sale for $550 if you're in Michigan. I've heard of some really great results from these heads in stock form.

 

v62go, you went 10.60's at 3190lbs??? What was the motor setups??
Wondering if there is a cam that will allow me to make enough power to make it into the 10's without flycutting the pistons or using N2O?? Of course I would like to use N2O later on, at least a small shot.

 

its the same motor i have in my mustang now...i like the comp cams you can buy out of summit with the xer lobes..if i can remember they have one thats like 224 230 with a 580 lift that i have seen make big power and you dont have to flycut the pistons.

 

you don't need thouse big heads, and motors. you can go mid 10's NA on stock LS1 longblocks.

 

I am hoping that using the 6.0 with the 799 or 243 heads I can later step up in power later down the road with N2O, besides, around my neck of the woods it is easier to find 5.3's or 6.0's a lot easier and cheaper than finding a LS1.

 

For you guys that are using 6.0 factory shorblock, 799 heads, how much did you flycut the pistons? Both intake and exhaust??