Gotta pull heads now what?
09-07-2021, 09:15 PM
#31
Definitely not dead set and would prefer not to. I’ll try the welding method before I go through the hassle of pulling them. Headers are on back order until the middle of October so this was the perfect fix to get me by until then.
09-17-2021, 10:48 AM
#33
LS1Tech Sponsor
OP,
This is a good thread you have going here with some great advice from the community. We're late to the party but feel we can add some advice and info.
We'll cover octane and compression ratio first. These are general guidelines from what we've seen. Things can vary.
- In trucks using 87 and towing 10:1 is a pretty safe number.
- In trucks using 91 or better and towing 10.5:1 is a pretty safe number.
With raised compression, a tuner can make up for low octane with conservative timing to keep it out of knock. Although, it's not a good idea to constantly pull timing if static compression is too high. Most tow rigs are dual purpose. Sometimes they can see daily use or just grabbing something quick from the local hardware store. On those occasions, you could likely run 87. Then when you put the big girl to work put in premium.
For your goals, if you were good with using better fuel that would be of great benefit. Some 706 heads and a cam such as our Pro LS truck stage 1 high-lift SUM-8719R1 would perk this big ol' girl up. Specs on the 8719R1 are .550/.550, 209/217, 112+1 with -10* of overlap. With those 706 heads and .051" stock head gaskets, you'd be right around 10.5:1. If 87 is an absolute requirement then you could go with 799/243 heads. At 65cc with .051" stock head gaskets, you'd be right around 10:1.
The combo of raised compression and the 8719R1 will really wake this truck up. With added lift and compression it will improve power/torque throughout the range. You may actually see an increase in fuel efficiency. The extra torque keeps the engine from downshifting up grades. ˝ the rpm uses ˝ the fuel. This is if you can keep your foot out of it
It would make a good tow rig a great tow rig. You'll have good off-idle torque with a very good mid-range and good top-end. The addition of headers would be a nice added benefit. This 8719R1 does need springs and budget-friendly LS6 springs will keep the valvetrain happy.
We're here to help. If we can be of any further assistance let us know!
This is a good thread you have going here with some great advice from the community. We're late to the party but feel we can add some advice and info.
We'll cover octane and compression ratio first. These are general guidelines from what we've seen. Things can vary.
- In trucks using 87 and towing 10:1 is a pretty safe number.
- In trucks using 91 or better and towing 10.5:1 is a pretty safe number.
With raised compression, a tuner can make up for low octane with conservative timing to keep it out of knock. Although, it's not a good idea to constantly pull timing if static compression is too high. Most tow rigs are dual purpose. Sometimes they can see daily use or just grabbing something quick from the local hardware store. On those occasions, you could likely run 87. Then when you put the big girl to work put in premium.
For your goals, if you were good with using better fuel that would be of great benefit. Some 706 heads and a cam such as our Pro LS truck stage 1 high-lift SUM-8719R1 would perk this big ol' girl up. Specs on the 8719R1 are .550/.550, 209/217, 112+1 with -10* of overlap. With those 706 heads and .051" stock head gaskets, you'd be right around 10.5:1. If 87 is an absolute requirement then you could go with 799/243 heads. At 65cc with .051" stock head gaskets, you'd be right around 10:1.
The combo of raised compression and the 8719R1 will really wake this truck up. With added lift and compression it will improve power/torque throughout the range. You may actually see an increase in fuel efficiency. The extra torque keeps the engine from downshifting up grades. ˝ the rpm uses ˝ the fuel. This is if you can keep your foot out of it
It would make a good tow rig a great tow rig. You'll have good off-idle torque with a very good mid-range and good top-end. The addition of headers would be a nice added benefit. This 8719R1 does need springs and budget-friendly LS6 springs will keep the valvetrain happy.We're here to help. If we can be of any further assistance let us know!
09-17-2021, 12:46 PM
#34
@Summitracing What head offerings do you have for 5.7-6.0 trucks? Any "as cast" you would recommend? Or CNC Ported ones?
09-17-2021, 02:55 PM
#35
TECH Veteran
Summit carries LS3 GMPP CNCd heads
Used to at least
Used to at least
09-17-2021, 03:46 PM
#37
TECH Veteran
Hey you didn't specify, you put a dash lol cx
Those LS3 ones fit the 6.0 boi
Those LS3 ones fit the 6.0 boi
09-17-2021, 05:49 PM
#39
TECH Veteran
But you also said 6.00000000000000000000000000000000000000000000000
09-22-2021, 09:01 AM
#40
LS1Tech Sponsor
@Summitracing What head offerings do you have for 5.7-6.0 trucks? Any "as cast" you would recommend? Or CNC Ported ones?
We certainly have some options for you in either as cast or CNC machined. For as cast take a look at the Trickflow 220cc runner Gen X TFS-30610001. These feature a 64cc chamber with a 2.040 in. intake valve and 1.570 in. exhaust valve. Trickflow offers a CNC machined version with a 215cc runner. That's part number TFS-30610001-C01. For flow chart and dyno info on these Trickflow heads click the Instructions & Calculators tab when you scroll down the page on our site. Then click on the Charts & Guides icon to see the available charts or graphs.
We'd also recommend looking at the AFR CNC machined 215cc Mongoose heads AFR-1530. These feature a 64cc chamber with a 2.02 in. intake valve and 1.600 in. exhaust valve. For more detailed info on these AFR heads including flow chart data check out the AFR site.
If you're looking at heads more for torque and compression than all out flow check out the CNC machined 205cc Trickflow TFS-30510001-C00. These have a 58cc chamber with a 2.00 in. intake valve and 1.575 in. exhaust valve.
Let us know if we can be of any further assistance.