Great build, I have a set of built (Manley valves and PAC springs) 0 mile LT heads for sale if anyone needs them. Also Jost Performance sells a plug for the DI so you don't have to micky mouse the injectors.
Great build, really cool stuff! I think the only thing I would personally do differently is I’d use LS coils and relocate them so that I can use a plug and play harness. That’s dope that you got the gen v coils to work though. Do you remember what pushrods you used?
It’s not a good idea to just stick injectors in long term. Long term you will need to use plugs because eventually the injectors will melt because they are hollow and can’t tolerate too much heat. They don’t melt when running the injectors because the fuel cools then. You are better off just buying the injector plugs online or just welding the holes in the head.
Good sir you are 100% correct on the old injectors from the Di system melting if you’ve gone back to port, and boy howdy do I wish I’d known that when I built my 6.2 😳🤯🤬 Thankfully I still had my L83 short block, and nothing brings more joy to anyone’s life than having to do a shit ton of work twice because you weren’t smart enough to realize that an aluminum tube in explosion chamber might result in a little melty melty. We live and learn though right, still caused me less hurt in my soul than driving an EV would
Thanks, before I built this setup I was running a Lq4 with 243 heads and a Summit Pro LS Stage 4 cam, I really liked it so I had the LT cam made roughly around the same parameters
@moabman6803 I'm not pushing nearly enough to need the swap . My last dealer we had core heads all over shop I could have easily had a set but not worthy .
Hey Corey what bottom end are you using 6.0 or 6.2 with the lt1 heads my issue is figuring out what head to use with my 5.7 ls1 bottom end due to the bore size, do you think the L83 heads would be better suited for the ls1 or would the Lt1 heads work fine with the smaller bore ls1.
The L83 and L86 I do believe have the same port sizes, just the valve are a touch smaller, but I’m sure you could still get some good flow numbers from an L83
Question at 2.05 you mentioned that the injectors would blow out the back, so you would drill out the back and weld them shut.. So you are just using the injectors to fill up the holes, and how are you supplying fuel to your engine?
On an Ls block you can't use the stick LT fuel system, so the setup needs to be converted to port injection, the Direct injection holes need to be plugged
@kory96 I need to keep them open, as I am putting LT5 adapter plates on, so I can run a CTSV supercharger. I plan on using the direct injection, as you can't use port injection, that the LS3 uses
If you have an Ls block there's no way to use the direct injection, you need the fuel lobe on the cam of the LT engine, as far as I know there now way to run an Ls block with lt heads and keep the direct injection, I have an LT4 supercharger on my engine now and I got plates with built in injectors from Toohighpsi
Lt heads perform better than ls heads. If you do it right, they can also be cheaper than aftermarket ls heads. You could also do direct injection if you wanted to.
I’d say there’s a huge difference in the feel of it, unfortunately I don’t have access to a dyno so exact power numbers I couldn’t say, plus there’s enough people out there that have done this swap now that there’s a general rough idea on how much they produce, Richard holdner did a good video about testing them( after telling me a few years ago that this was a dumb idea) but yeah, I’m very happy, haven’t made any videos in a while, just been tinkering and tuning the LT4 supercharger on this setup
I would say this is geared more toward guys that already have LS swapped and want more power for cheap as possible, I live in Canada, Ive seen 2 LS3s for sale, and never seen an Lt1, and they don’t exist in junk yards here, getting my hands on a 6.2 Gen V is near impossible, but for sure a GEN V would be better, this is just the route I chose. I wanted heads a cam and an intake, in Canada it would have cost me 6k, by doing the LT head, cam and intake I saved 3500 bucks and have the same result if not better
It’s a cool concept, but I looked into it a little bit before I started this project, aeromotive makes fuel pump, but it only goes to 200psi, to make 2000-3000 psi need to try and find a small hydraulic pump and then you have the issue of super heated fuel and a pile of high-pressure lines running around your engine bay….the biggest reason I want to do this swap for best bang for your buck, the heads are a great head, despite most people saying they won’t move fuel well be cause they were designed to flow air…I bought these heads brand new but you can find them in scrap yards now easy, get a set of push rods and heads for 100 bucks, BTR cam for this swap and LT port injection intake, and for 1000 bucks (if that) little bit of elbow grease and your making as much power or more than some of the top aftermarket stuff
Why is the cam different? Same firing order. Are the intake and exhaust valves in opposite locations? Also could you run an Lt engine with an ls computer after switching to port fuel? Same 58/4x crank/cam signal?
The cam is different because yes, they swapped the intake and exhaust valve locations, and you are correct. You could run an LT with an LS computer if you added port injection, but you would need to go get adaptors for the crank trigger and the cam sensor because they are different from LS,ICT does make the adaptors for 20 bucks apiece I think there’s a guy I’ve spoken to several times that has actually put a Carburetter on an LT motor and run it with an MSD 6014.
Sorry guys never on TH-cam, thé came was 500 from cam motion, Brr is offering the cam now, I spoke to him yesterday about making a Gen V crab style intake
So on the stock fuel injector, there is some plastic and brass in the end of where it plugs into the fuel rail, the housing is made of steel, originally when I did my first LT head swap. I just ran the injectors, and after some time, the cylinder pressure blew the injectors out and then I had cylinder Leak through the injector, so what I did was I took the fuel injector and drilled out the plastic and brass inside the injector and then I capped the end with my mig welder and then I put them back in the direct injection holes as plugs and they worked fine, and I couldn’t argue with the price lol, I remove them not that long ago just because I supercharged my whole application and I knew I was going to have higher cylinder pressure so I splurged and bought the Direct injection plug kit from mast motorsports
Thank you I understand now you use them for plugs I thought you still use them for injectors after doing that I was confused thank you for getting back to me
Is the head spacing the same between the LT and the LS? Like I see the LT style intake fits, so could you put an LT blower on those heads on an LS engine? I know figuring out injectors would kind of be a pain since the LT is direct injection but if you could figure out that hurdle you could get a cheap LT blower and heads and have a good time lol.
The cross section at the manifold of the LT head is a lot less than the LS3/LS7 style heads so i always saw that as a limiter from the get go vs LS3/LS7... But then again for someone just looking for 500rwhp or so n/a it's not going to be an issue.
I have not seen a stock ls3 head that flows 370cfm anywhere, if it existed I wouldn’t have bothered with this project, max I’ve seen is 318ish, factory LT heads flow 325cfm. I think you’ve got LS3 and LS7 flow numbers confused, The LS7 head will flow over 400cfm but it only fits certain bore sizes vs the L83 can go from 4.8 to 5.7 and the LT1 can go on 6.0s and 6.2s, The GPI CNC LT1 head flows 391cfm for $1091 usd a set, if your buying a set of LS3 heads that flow over 400cfm your not paying less than 2500, I’d buy a cam and Intake and still have change to spare, but I mean I’m not trying to sell anything here, it’s a “how to” Video, on trying to make as much power for cheap, Brian Tooley tested a GMPP CNC Milled LT1 vs a 255 Trick flow CNC milled head and the LT1 head was up 30 numbers, The 255 TFS is max 383cfm and 1500 per head so I mean if you want to go and spend an extra 3000 bucks to have 40 more Cfm all the power to you, Please send me the link for these 430cfm LS3 heads I’m curious thx
I like that you went to all the trouble to do this but I am gonna burst your bubble. There was almost no point if you arent using the direct injection and variable cam timing. The amount of time and effort you put into this project could have been spent on a set of CNC Rec port heads and a set of pistons with valve notches. As tested by HotRod magazine there is less than 30hp between a Gen5 lt1 and Gen4 Ls3 with optimum tune, header and no accessories. Thats also with the Gen5 VVT system active. There isn't enough of a difference in head flow to make a difference and using the adapters and stock ls3 intake will make this much worse. The reasons why the Gen5 makes so much goodness everywhere you arent using. Even stuff like the hybrid camshaft is so much more costly than an off the shelf rec port cam. The adapters for the intake are almost the same cost as the intake itself. Neat project I am not saying its not worth doing, there is almost nobody doing it and that should tell you something.
Well, not to burst your bubble, but testings already been done by Brian Tooley and he’s picked up almost 60 hp over stock LS3 heads without using variable valve timing or direction injection, on to your next comment, to buy a good set of CNC head would cost me upwards of $2500 usd which is 3k in cad, versus these that cost me 1000 cad which is 750 usd, so same result in the end and save literally thousands not to mention the fact that I was able to bolt on a factory LT4 supercharger that I got for dirt cheap on eBay, so my way….amazing heads and supercharged engine for under 2500 of parts and mods, your way and I’m out 10k or up with same or less result….if it’s not worth it to you then Congrats on being rich enough to buy top end stuff, I’m gonna keep building the same stuff at a fraction. Of the cost
Not to be shitty, but a lot of hotrod magazine testing has gone to the dumps, there are so many other companies that offer so much more testing and info, I used them when I started building and now I find their info and testing slightly disappointing and uninformative
@@Macburton96 look at the flow numbers on a stock ls3 head and compare them to a stock lt1 head. The difference for which flows more is how good the casting is. There is no way that you will make more power with a gen5 head and adapter plates with an ls3 intake than you will with ls3 heads and intake using the same camshaft(equivalent) and injectors. You could have gotten a complete LY6 core add cam and springs and not spent the time and I guarantee you would have made more power compared to using the lt1 heads. Brian tooley is NOT testing a gen4 block with gen5 heads and gen4 intake. Thats not what he is doing. How much did that set of direct injectors that you welded over cost? The lt4 blower is a different perspective on it and if that was your plan all along, I dont know if that's more or less money than a ls9 or LSA blower. Imma guess more.
@@timothybayliss6680 ok so firstly, I agree 100 percent with the adapter plate thing, definitely was not making more power, but those were a stepping stone, we were talking about two years ago. I ran those because no one made an LT1 intake with port injection they just did not exist,now all kinds of companies are making them, companies are making cam swaps just for this specific set up, not saying you aren’t an intellectual person, but I’m pretty sure that automotive companies have a lot more research capabilities and testing than you do, the fact you pulled up hot rod magazine and compared the difference between two stock engines doesn’t say very much about your argument when you have not bother looking into the aftermarket companies are out there, making intakes and cams and heads for this specific swap that goes back to your comment that “nobody is doing this” guess all these companies are morons and don’t know what they are doing, you’d better go tell them lmao……This is the next big thing you, really have to do some more research into it dude, but anyways, it’s just a how to video nobody’s twisting your arm to do it, but you should definitely have your ducks in a row before deciding to chirp on a subject you’ve put maybe 15min of research into?
Smaller chambers, better flowing than Ls heads, The stock LT1 head makes 6hp less than a tfs 255 head, if you can find a set in a junk yard you’d be laughing, then you can port them and leave the Ls aftermarket behind
That’s an easy one, 1: LT heads are comparable to the flow of LS7 heads, with home porting can exceed them 2: LT heads are popping up in junk yards, for 100-150 bucks get a set of heads and push rods 3: BTR LT Head Swap Cam to make it work is now available for 399.99 4: Mast Motorsports,BTR and Holley offer intakes to make this setup work from prices 650-950 Brain Tooley has shown with stock lt heads(no porting) on a LS3, His cam ( no flying cut required) and an intake made 625 hp So if you have a junk yard 6.0 or 6.2 you can make 600+ easy with room to grow for 1300 bucks….youd be full of your ass to do that with an Ls on that budget, and it only gets better the BTR cam is amazing under boost, after all this I picked up an lt4 supercharger dirt cheap and running 9.5 psi, 1000hp crank….. Sky’s the limit That’s Why
Ive done this swap as well cool to see another one out there, i built a 5.0 out of a 4.8 block using lt1 heads and an lt2 intake
Do you know if you could do the reverse and put LS heads on a LT1 block?
I do believe I’ve seen video of someone doing it, but I do believe you need chambers large enough to clear the LT do es
What injectors did you use with lt2 intake?
Does it make good power? I'm interested in putting some on my 6.2 Yukon
The clearance between that intake and firewall 😂 can barely get the owner's manual through that 😂
Don’t forget to mention you have a minimum cylinder bore size to be compatible with those heads.
It is mentioned in my second part to the video
Lt1 heads ,, adapter intake ,, custom camshafts 😅 this list part convert
Great build, I have a set of built (Manley valves and PAC springs) 0 mile LT heads for sale if anyone needs them. Also Jost Performance sells a plug for the DI so you don't have to micky mouse the injectors.
im interested in the valves and springs
@2L4luna
I was looking at doing this too, but saw the cam issue and gave up on it good to see it can be done with a custom ground cam
BTR now sells a Lt head swap cam for under 400 bucks check it out
Great build, really cool stuff! I think the only thing I would personally do differently is I’d use LS coils and relocate them so that I can use a plug and play harness. That’s dope that you got the gen v coils to work though. Do you remember what pushrods you used?
If I remember correctly Wall Thickness: .080"
Diameter: 5/16"
Length: 7.850"
From BTR
It’s not a good idea to just stick injectors in long term. Long term you will need to use plugs because eventually the injectors will melt because they are hollow and can’t tolerate too much heat. They don’t melt when running the injectors because the fuel cools then. You are better off just buying the injector plugs online or just welding the holes in the head.
Good sir you are 100% correct on the old injectors from the Di system melting if you’ve gone back to port, and boy howdy do I wish I’d known that when I built my 6.2 😳🤯🤬
Thankfully I still had my L83 short block, and nothing brings more joy to anyone’s life than having to do a shit ton of work twice because you weren’t smart enough to realize that an aluminum tube in explosion chamber might result in a little melty melty. We live and learn though right, still caused me less hurt in my soul than driving an EV would
Hahahahahahahahaha
108 lobe separation angle is pretty crazy for a street car buddy :-) Like you vid though!
Thanks, before I built this setup I was running a Lq4 with 243 heads and a Summit Pro LS Stage 4 cam, I really liked it so I had the LT cam made roughly around the same parameters
@@Macburton96 yessir a magic number
All that did you get anymore power vs a standard ls head?
Good stuff
Any idea on the HP + Tq numbers after the swap?
New subscriber
I wanna do this to my lm7 researching as we speak .
Shoot me a message on FB-kory Burton, if you need info I’ve tried a bunch of different combos, sorry I’m never on TH-cam
I've heard it's not worth it because the exhaust ports of the LT heads flow so poorly that it's no more power than a good LS head.
@moabman6803 I'm not pushing nearly enough to need the swap . My last dealer we had core heads all over shop I could have easily had a set but not worthy .
that's a cool build
hi, do those LT heads have canted valves?
would i have to fly cut my pistons?
That was awesome!!!
What pushrods did you use
I used Trick Flow 3/8 diameter 7.850 length
Hey Corey what bottom end are you using 6.0 or 6.2 with the lt1 heads my issue is figuring out what head to use with my 5.7 ls1 bottom end due to the bore size, do you think the L83 heads would be better suited for the ls1 or would the Lt1 heads work fine with the smaller bore ls1.
I am currently running a 6.0 block, for your bore size prob stick with l83
The L83 and L86 I do believe have the same port sizes, just the valve are a touch smaller, but I’m sure you could still get some good flow numbers from an L83
Trying to do the same thing on a 6.2 LSA block. Was wondering if you had to change the pistons?
Currently trying to figure this out myself
You can reuse your pistons, but might need to fly cut them. Depends on cam size.
Originally I used stock Ly6 pistons and had no clearance issues, but recently built a 403, got flat top pistons and had them fly cut
If you wanted to fun Gen V pistons it would be fine, but any Ls dome piston will not work, chamber design isn’t the same
@@Macburton96this won't work using stock l94 short block?
Is it possible to put the Ls family head on the gm 151 engine (iron duke), which is basically half of an lt v8 small block?
Question at 2.05 you mentioned that the injectors would blow out the back, so you would drill out the back and weld them shut.. So you are just using the injectors to fill up the holes, and how are you supplying fuel to your engine?
On an Ls block you can't use the stick LT fuel system, so the setup needs to be converted to port injection, the Direct injection holes need to be plugged
@kory96 I need to keep them open, as I am putting LT5 adapter plates on, so I can run a CTSV supercharger. I plan on using the direct injection, as you can't use port injection, that the LS3 uses
If you have an Ls block there's no way to use the direct injection, you need the fuel lobe on the cam of the LT engine, as far as I know there now way to run an Ls block with lt heads and keep the direct injection, I have an LT4 supercharger on my engine now and I got plates with built in injectors from Toohighpsi
What is the benefit of using the LT heads?
Lt heads perform better than ls heads. If you do it right, they can also be cheaper than aftermarket ls heads. You could also do direct injection if you wanted to.
How much more hp did it make
I’d say there’s a huge difference in the feel of it, unfortunately I don’t have access to a dyno so exact power numbers I couldn’t say, plus there’s enough people out there that have done this swap now that there’s a general rough idea on how much they produce, Richard holdner did a good video about testing them( after telling me a few years ago that this was a dumb idea) but yeah, I’m very happy, haven’t made any videos in a while, just been tinkering and tuning the LT4 supercharger on this setup
How much of hp is gained on doing something like this?
Brian Tooley has done some testing ,Stock Lt1 heads are about 40 numbers over stock LS3 and ported LT1 are 30 numbers over ported ls3
Be sure to check out Part 2 for more info, thx guys
th-cam.com/video/DCqUZ3JyvBc/w-d-xo.html
advantage over running a complete gen v?
I would say this is geared more toward guys that already have LS swapped and want more power for cheap as possible, I live in Canada, Ive seen 2 LS3s for sale, and never seen an Lt1, and they don’t exist in junk yards here, getting my hands on a 6.2 Gen V is near impossible, but for sure a GEN V would be better, this is just the route I chose. I wanted heads a cam and an intake, in Canada it would have cost me 6k, by doing the LT head, cam and intake I saved 3500 bucks and have the same result if not better
Yo do Canadians call American cars imports?
I always wondered?
Now make a high pressure pump belt driven, and direct inject an LS!!!
It’s a cool concept, but I looked into it a little bit before I started this project, aeromotive makes fuel pump, but it only goes to 200psi, to make 2000-3000 psi need to try and find a small hydraulic pump and then you have the issue of super heated fuel and a pile of high-pressure lines running around your engine bay….the biggest reason I want to do this swap for best bang for your buck, the heads are a great head, despite most people saying they won’t move fuel well be cause they were designed to flow air…I bought these heads brand new but you can find them in scrap yards now easy, get a set of push rods and heads for 100 bucks, BTR cam for this swap and LT port injection intake, and for 1000 bucks (if that) little bit of elbow grease and your making as much power or more than some of the top aftermarket stuff
Why is the cam different? Same firing order. Are the intake and exhaust valves in opposite locations? Also could you run an Lt engine with an ls computer after switching to port fuel? Same 58/4x crank/cam signal?
The cam is different because yes, they swapped the intake and exhaust valve locations, and you are correct. You could run an LT with an LS computer if you added port injection, but you would need to go get adaptors for the crank trigger and the cam sensor because they are different from LS,ICT does make the adaptors for 20 bucks apiece I think there’s a guy I’ve spoken to several times that has actually put a Carburetter on an LT motor and run it with an MSD 6014.
@@Macburton96 good to know. Thanks for the info!
What did the cam cost?
I would assume the Cam is around $500
I had a custom Cam made for my 417 ci procharger build $20 for the custom cam form and $420 for the Cam
Geesh, this guy doesn't reply to anything. LOL No wonder he only has 42 subscribers! SMH
BTR is offering cams for this swap, now, for 399.99.
Sorry guys never on TH-cam, thé came was 500 from cam motion, Brr is offering the cam now, I spoke to him yesterday about making a Gen V crab style intake
Explain how it's worth it.
Hey bud what is the pushrod length for using LTs heads on ls block?
hey, i use Trick Flow® Chromoly Pushrods TFS-21417850-8, which are 7.850 in length and 3/8 diameter
Is the pigtail for the coil the same as ls?
@@DylanWarner-m3d it is not the same, I just used Ls harness on lt coils
What do you mean you drilled out the plastic and Brass in the injector and filled it up with a MIG welder I am really confused ??
So on the stock fuel injector, there is some plastic and brass in the end of where it plugs into the fuel rail, the housing is made of steel, originally when I did my first LT head swap. I just ran the injectors, and after some time, the cylinder pressure blew the injectors out and then I had cylinder Leak through the injector, so what I did was I took the fuel injector and drilled out the plastic and brass inside the injector and then I capped the end with my mig welder and then I put them back in the direct injection holes as plugs and they worked fine, and I couldn’t argue with the price lol, I remove them not that long ago just because I supercharged my whole application and I knew I was going to have higher cylinder pressure so I splurged and bought the Direct injection plug kit from mast motorsports
Thank you I understand now you use them for plugs I thought you still use them for injectors after doing that I was confused thank you for getting back to me
Is the head spacing the same between the LT and the LS? Like I see the LT style intake fits, so could you put an LT blower on those heads on an LS engine? I know figuring out injectors would kind of be a pain since the LT is direct injection but if you could figure out that hurdle you could get a cheap LT blower and heads and have a good time lol.
Don’t gotta do di they are port injection systems for lt4 blowers
The spacing is the same, you could run an LT blower but would need to find a way to incorporate port injection
I know ICT makes an LT1 to LT4 adapter plate, where it’s thick enough to drill and add injectors would interesting to find out
Hey do you have a direct contact info
instagram.com/macburton96?igshid=OGQ5ZDc2ODk2ZA==
Why LT if LS3 ported flows so much?
Because LT ported flows way more that LS3 ported, plus 10cc smaller chamber so free bump in compression
@@Macburton96 i was seeing lt ported of 330 to 340 cfm and ls3 to 360 to 370 cfm. Then you have ls3 aftermarket heads with 390cfm to 430cfm.
The cross section at the manifold of the LT head is a lot less than the LS3/LS7 style heads so i always saw that as a limiter from the get go vs LS3/LS7... But then again for someone just looking for 500rwhp or so n/a it's not going to be an issue.
I have not seen a stock ls3 head that flows 370cfm anywhere, if it existed I wouldn’t have bothered with this project, max I’ve seen is 318ish, factory LT heads flow 325cfm. I think you’ve got LS3 and LS7 flow numbers confused, The LS7 head will flow over 400cfm but it only fits certain bore sizes vs the L83 can go from 4.8 to 5.7 and the LT1 can go on 6.0s and 6.2s, The GPI CNC LT1 head flows 391cfm for $1091 usd a set, if your buying a set of LS3 heads that flow over 400cfm your not paying less than 2500, I’d buy a cam and Intake and still have change to spare, but I mean I’m not trying to sell anything here, it’s a “how to” Video, on trying to make as much power for cheap, Brian Tooley tested a GMPP CNC Milled LT1 vs a 255 Trick flow CNC milled head and the LT1 head was up 30 numbers, The 255 TFS is max 383cfm and 1500 per head so I mean if you want to go and spend an extra 3000 bucks to have 40 more Cfm all the power to you, Please send me the link for these 430cfm LS3 heads I’m curious thx
@@Macburton96 Stock LS3 flows a little over 290 cfm and just under 300 cfm at peak, PORTED they flow 350-370cfm and that's very common number for ported LS3 heads.. There are some guys ( Eric Weingartner ) who got over 390 CFM out of ported LS3 heads.
Stock LS3 ( 0821 casting ):
LIFT INTAKE EXHAUST
0.050 34 24
0.100 67 59
0.200 147 116
0.300 211 157
0.400 259 188
0.500 297 207
0.600 312 216
0.650 312 219
0.700 314 223
GM Performance parts CNC LS3 Heads:
LIFT INTAKE EXHAUST
0.050 34 26
0.100 71 61
0.200 150 110
0.300 226 154
0.400 273 184
0.500 313 206
0.600 341 219
0.650 349 222
0.700 354 226
Here goes flow numbers from the Trick Flow LS3 on a 4.060" bore:
Lift Intake Exhaust
0.100 71 59
0.200 140 117
0.300 225 168
0.400 288 213
0.500 331 236
0.550 348 241
0.600 361 247
0.700 373 254
TEA CNC LS3:
LIFT INTAKE EXHAUST
0.050 35 26
0.100 70 57
0.200 144 110
0.300 226 153
0.400 285 191
0.500 326 219
0.600 350 232
0.650 356 239
0.700 365 241
This link shows a test of half a dozen LS3 heads with flow numbers that i discussed and even higher:
www.motortrend.com/how-to/hrdp-1102-ls3-l92-rectangle-port-cylinder-heads-test/
I like that you went to all the trouble to do this but I am gonna burst your bubble.
There was almost no point if you arent using the direct injection and variable cam timing. The amount of time and effort you put into this project could have been spent on a set of CNC Rec port heads and a set of pistons with valve notches.
As tested by HotRod magazine there is less than 30hp between a Gen5 lt1 and Gen4 Ls3 with optimum tune, header and no accessories. Thats also with the Gen5 VVT system active. There isn't enough of a difference in head flow to make a difference and using the adapters and stock ls3 intake will make this much worse. The reasons why the Gen5 makes so much goodness everywhere you arent using. Even stuff like the hybrid camshaft is so much more costly than an off the shelf rec port cam. The adapters for the intake are almost the same cost as the intake itself.
Neat project
I am not saying its not worth doing, there is almost nobody doing it and that should tell you something.
Well, not to burst your bubble, but testings already been done by Brian Tooley and he’s picked up almost 60 hp over stock LS3 heads without using variable valve timing or direction injection, on to your next comment, to buy a good set of CNC head would cost me upwards of $2500 usd which is 3k in cad, versus these that cost me 1000 cad which is 750 usd, so same result in the end and save literally thousands not to mention the fact that I was able to bolt on a factory LT4 supercharger that I got for dirt cheap on eBay, so my way….amazing heads and supercharged engine for under 2500 of parts and mods, your way and I’m out 10k or up with same or less result….if it’s not worth it to you then Congrats on being rich enough to buy top end stuff, I’m gonna keep building the same stuff at a fraction. Of the cost
th-cam.com/video/DaiGOQvYRd8/w-d-xo.html
Not to be shitty, but a lot of hotrod magazine testing has gone to the dumps, there are so many other companies that offer so much more testing and info, I used them when I started building and now I find their info and testing slightly disappointing and uninformative
@@Macburton96 look at the flow numbers on a stock ls3 head and compare them to a stock lt1 head.
The difference for which flows more is how good the casting is. There is no way that you will make more power with a gen5 head and adapter plates with an ls3 intake than you will with ls3 heads and intake using the same camshaft(equivalent) and injectors. You could have gotten a complete LY6 core add cam and springs and not spent the time and I guarantee you would have made more power compared to using the lt1 heads. Brian tooley is NOT testing a gen4 block with gen5 heads and gen4 intake. Thats not what he is doing. How much did that set of direct injectors that you welded over cost?
The lt4 blower is a different perspective on it and if that was your plan all along, I dont know if that's more or less money than a ls9 or LSA blower. Imma guess more.
@@timothybayliss6680 ok so firstly, I agree 100 percent with the adapter plate thing, definitely was not making more power, but those were a stepping stone, we were talking about two years ago. I ran those because no one made an LT1 intake with port injection they just did not exist,now all kinds of companies are making them, companies are making cam swaps just for this specific set up, not saying you aren’t an intellectual person, but I’m pretty sure that automotive companies have a lot more research capabilities and testing than you do, the fact you pulled up hot rod magazine and compared the difference between two stock engines doesn’t say very much about your argument when you have not bother looking into the aftermarket companies are out there, making intakes and cams and heads for this specific swap that goes back to your comment that “nobody is doing this” guess all these companies are morons and don’t know what they are doing, you’d better go tell them lmao……This is the next big thing you, really have to do some more research into it dude, but anyways, it’s just a how to video nobody’s twisting your arm to do it, but you should definitely have your ducks in a row before deciding to chirp on a subject you’ve put maybe 15min of research into?
Why would you though?
Mo powa!!!
Reverse flow head
Before I Google to find out What if any is the benefit of doing this ?
Thanks
Smaller chambers, better flowing than Ls heads, The stock LT1 head makes 6hp less than a tfs 255 head, if you can find a set in a junk yard you’d be laughing, then you can port them and leave the Ls aftermarket behind
To all the Canadian boys looking for new heads www.gmcpartscanada-spg.ca/cart
That links to an empty shopping cart on that site.
www.gmcpartscanada-spg.ca/oem-parts/gm-cylinder-head-12699617?c=Zz1lbmdpbmUmcz1lbmdpbmUmbD05Jm49QXNzZW1ibGllcyBQYWdlJmE9Y2hldnJvbGV0Jm89c2lsdmVyYWRvLTE1MDAmeT0yMDE2JnQ9bHR6JmU9Ni0ybC12OC1nYXM%3D
My bad
Why
That’s an easy one,
1: LT heads are comparable to the flow of LS7 heads, with home porting can exceed them
2: LT heads are popping up in junk yards, for 100-150 bucks get a set of heads and push rods
3: BTR LT Head Swap Cam to make it work is now available for 399.99
4: Mast Motorsports,BTR and Holley offer intakes to make this setup work from prices 650-950
Brain Tooley has shown with stock lt heads(no porting) on a LS3, His cam ( no flying cut required) and an intake made 625 hp
So if you have a junk yard 6.0 or 6.2 you can make 600+ easy with room to grow for 1300 bucks….youd be full of your ass to do that with an Ls on that budget, and it only gets better the BTR cam is amazing under boost, after all this I picked up an lt4 supercharger dirt cheap and running 9.5 psi, 1000hp crank…..
Sky’s the limit
That’s Why
I build the same thing…. Bud its running with stock ls cam, or not ?
(Ls3 oblý with lt1 genV heads)… thx for answer 🥲
You need a special camshaft, stock LS cam will not work
@@Macburton96 in btr shop is not available…is there another posibility ?
Cam motion will make a custom cam for you but it’s more expensive