See all 2 photos. Now that Chevrolet Performance is offering LT1 crate engines, more and more restomods and Pro Touring cars are going to be seen with the latest direct-injection DI Chevrolet small-block.
All Gen V Chevy small-blocks are direct injected, so they'll have injectors mounted on the intake side of the head, low in the valley, that are opposite the spark plugs. Because of their location and because they're a bit noisy, direct-injection injectors are covered up in OEM applications. Unless the intake is completely covered, it should be obvious that the Gen V engines have a raised intake port for a more direct line of sight to the back of the intake valve.
Note the distance between the top of the intake port and the valve-cover mating surface. Valve order has been rearranged on the Gen V so that the forward-most valve on the driver side is exhaust. This is less obvious when the heads are installed, although the exhaust ports are offset slightly to indicate the switch.
Gen V exhaust manifolds use a five-bolt pattern, sort of like the Olympic rings with a row of three and a lower row of two. Center-bolt valve covers have been with the small-block for nearly half of its production life, but we're partial to the original perimeter bolts that are back with the Gen V. Some Gen V LT1 direct-injection engines with aftermarket forced induction rely on port-fuel injection to provide sufficient fuel when the power levels exceed the factory fuel-injection pump's capabilities.
Brandan Gillogly writer Courstesy of GM photographer. Share on Facebook Share on Twitter.With the expectation of these engines being installed in performance cars, trucks, and full-sized SUVs, engineers had their work cut out for them when it came to packaging, especially when you consider the tight confines of both the C7 Corvette and sixth-generation Camaro.
Gen III V-8 Cylinder Head Shootout
Though the actual rationale behind the exhaust port design might never be known, Roberts says that flipping the positions of the intake and exhaust valves in the Gen V engines versus their positions in the LS series ultimately compromised the design of the head because of the resulting exhaust angle, an issue Edelbrock is addressing with these new Victor Jr. The problem is that the exhaust ports on a Gen-V LT snake around instead of exiting inline with the exhaust valve.
This bend inhibits flow and leaves flow gains on the table, in turn providing an opportunity for the Edelbrock team. The result of their efforts is the Victor Jr.
LT1 and LT4 cylinder heads, which feature some interesting changes versus the factory design. We sat down with Rick Roberts — the director of engineering for Edelbrock and the man who spearheaded the design and development of these new cylinder heads — to get the lowdown on what they discovered about the factory units and how they addressed it with the Victor Jr. The new design allows for improved exhaust and intake flow but also required that the exhaust port exits to be relocated 1.
Whatever the rationale behind it, Roberts saw an opportunity to address what he saw as a compromised cylinder head design. This makes the exhaust port straight, rather than having it wrap around the intake port. Still, there are some required caveats when one chooses to go off-script.
When we first started talking about developing this head two years ago, I was pretty surprised that upper management allowed me to consider doing this. In the past, this design might have been considered too radical. The upshot is that, in order to utilize this cylinder head, builders will likely need to either switch over to a custom set of headers or modify their existing exhaust. So it may not be as difficult as you think.
For those that want an out of the box solution though, Kooks has been developing a header specifically for this modification, and headers should start becoming available by spring of Roberts also provides some insight into the use-case for these heads, making a very apt point in the process. Seen here at the SEMA Show, Kooks will soon be offering an off-the-shelf header for builders making the swap over to these new Edelbrock heads.
Roberts explains that Edelbrock contacted George Kook and asked if they wanted to work with them on the project. Bringing It All Together. And I think it reflects the attitude of the company now.
Though the new cylinder head design brings some significant changes with it, Roberts aptly points out that only one company gets to be the first to market when it comes to innovations like this. Victor Jr. The third version will retain the ductile seats and stainless steel valves but will include beefier valve springs with titanium retainers that will allow for the use of camshafts with up to.We can do that too. Select an option Milling involves removing material from the cylinder head to effectively reduce the volume of the combustion chambers.
This allows you to control the size of the chamber so you can get the volume needed to achieve a desired compression ratio. Milling the cylinder heads will affect required pushrod length, as well as the piston to valve clearance.
Feel free to email support gwatneyperformance. Stock Compression Mill 0. Purchase now and earn up to 1, Reward Points. Click Here to Learn More.
Unlocking A Gen-V’s True Potential With Edelbrock Victor Jr Heads
Our testing has shown over 30 hp increase while improving torque below the curve. Please allow up to five business day upon receipt of your return cores for inspection and verification, followed by up to five business days before your refund is processed.
GPI provides a great service when porting the factory GM heads. This with a combination of other parts dropped my boost levels from just shy of 9 lbs to 6.
Casper Lumar verified owner — June 22, Anonymous verified owner — June 10, Daniel verified owner — February 17, John verified owner — January 9, Super Clean Porting with an excellent hand blending job. Fast delivery and great customer support. James M. Yes, the valves are stock that have had a performance valve job on. We inspect and pressure test each one after CNC. If you would like us to assemble - just ship your springs in Gwatney Performance T P White Dr Jacksonville, ARreference your order number, and we will get them set up for you.Post by James B.
Privacy Terms. Quick links. I took the heads in for a valve job and I have a crack in one of them.GM Engine LS6 5.7L V8 - Cylinder head gasket replacement
I read a couple postings on here about how junkie L29 heads are because they are designed to have very low timing advance and are smogger heads. Since I have to buy 1 head for rebuilding I was thinking maybe I should buy 2. My question is what heads will fit a box stock L29?
I have located a pair from atruck. They are guaranteed rebuildable and do not have the protrusion in the combustion chamber.
Would those heads fit my L29 including valve cvrs and intake. I looked at them once already and told the guy at the salvage yard they weren't the same as mine because of that protrusion. He said they were the same as mine and told me I didn't know what kind of engine I had. Would those heads allow better timing advance and would they give me extra power?
I also found a set of marine heads on e-bay that have been rebuilt for Will those fit without modification? I'm assuming they won't because the price seems kind of low. Any 7. I'm curious exactly what heads this guy really had. I personally can't stand merchants with the audacity to tell a customer they don't know what they're talking about. People like this generally do not get my money. As far as compatibility, any BBC heads with standard-location exhaust ports, medium-sized oval ports, and no exhaust heat risers will work.
Make sure that whatever heads you end up with have large enough coolant passages to accommodate the L29's parallel coolant flow vs.
Also keep in mind that BBC heads may have different sized accessory bolt-hole threads. Didn't know what an L29 was. Of course I didn't used to know what it was and still don't know much about it. I need to find a good book on Chevy Big Blocks to peruse. I think the guy was PO'd that he had to carry that cast iron head up front for me and I didn't buy it. Are those swirl inducers the reason why they call it and the small blocks in those years Vortec's. Is that the primary feature.
Gen-VI production blocks all have 4-bolt mains and provisions for facory roller cam.Due to shipper and supplier delays, your order may take longer to arrive. Display Options. Already know the part number you need?
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If you are an international customer and would like to change the currency that prices are displayed in, you can do so here. What is this? Loading Today Estimated International Date Loading Today. Loading Tomorrow Estimated International Date Cylinder Head, Victor Jr. Low Price Guarantee. We're so confident in our low prices, we offer a Beat-a-Price Guarantee: We'll beat our competitors' advertised prices on any identical, in-stock product proof of advertised price required!
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Aluminum aftermarket cylinder heads offer tremendous airflow potential to maximize power potential. Big-block Chevy factory heads are offered in aluminum and cast iron, with either open or closed combustion chambers, and with oval or rectangular intake ports.
In the aftermarket, most performance heads are aluminum rectangular port, open-chamber designs reminiscent of the original LS6 casting, although you can also buy aftermarket oval port and cast-iron heads. Factory heads are classified as either high-performance rectangular port or standard passenger car oval ports.
Rat motor heads feature a unique combination of siamesed intake ports mated with symmetrical combustion chambers and equally spaced exhaust ports. As a result of this arrangement, each siamesed pair of intake runners features non-symmetrical left-hand and right-hand ports. On engines approaching or exceeding the 1,hp mark normally aspiratedthe use of race-only spread port or Big Chief—style heads serves to even out the port volume, shape, and airflow in all eight intake ports.
Because the big-block has six head bolts around each bore if you count the hidden bolt bosses on the bottom of two of the intake portsand that dictates where the intake ports must be placed. Much has been said about the differences between rectangular ports and oval ports, and the only fact that everyone agrees with is that each design has its own strengths and weaknesses.
All factory high-performance engines featured the larger rectangular port heads, which have higher airflow rates than production oval port heads. However, the larger volume of the rectangular ports produces rather sluggish flow velocities at low speeds, and smaller oval port heads are often a better choice for a daily driver or street and strip car.
When reworked by someone who really knows what to do, oval port heads are capable of providing very good performance up to or more horsepower. However, most high-performance street and full-race big-blocks can still take advantage of larger rectangular port heads. Big-block head bolt torque pattern. Stock head bolts get torqued to 70 ft-lbs in three steps of 40, 55, and 70 ft-lbs.
Use thread sealer on all bolts that go into the water jacket, which means all blocks except Bowtie and aftermarket. Aftermarket studs usually get torqued to 60 ft-lbs, but check with the fastener manufacturer for specific torque recommendations. In fact, if two heads with different- size runners have the same flowbench numbers, you are generally better off with the smaller runner head, especially if low-RPM throttle response and drivability are important.
Also, when comparing port volume of spread port cylinder heads, remember that because these heads have raised runner locations, they are longer than conventional cylinder head intake ports, and the port volume is greater due to the extra length.
A cc raised-runner intake port may actually be smaller in cross-sectional area than a cc conventional intake port. Be careful when comparing apples to oranges.The LS based small-block engine is the primary V8 used in General Motors ' line of rear-wheel-drive cars and trucks. Introduced in Januaryit is a "clean sheet" design with only rod bearings, lifters, and bore spacing in common with the longstanding Chevrolet small block V8 that preceded it as the basis for GM small-block V8s.
The basic LS variations use cast iron blocks, while performance editions are all aluminium with cast iron cylinder liners. Variants of the LT version of the GM small-block have been used since. Most of the credit for this engine family must go to Ed Koerner, GM's Powertrain vice president of engineering operations at the time. The performance improvements in the LS-family V8s over the previous classic small block V8 family are several. The lower section of the block incorporates deep side skirts, along with 6-bolt cross-bolted main bearing caps.
This fully boxes the crankshaft, creating a very strong and rigid structure that has been hot-rodded by enthusiasts to over 1,HP. Although it is the same compact physical size as the classic small block V8, this block can accept a 4-inch stroke as an option in its stock form, due to the cam location being elevated slightly, compared to previous block designs.
Also, the cam bearing journals are larger, to allow for a higher cam-lift profile than was previously possible.
The stock aluminum heads can provide a high amount of air-flow, which previously could only be found in aftermarket race-performance heads. The aluminum heads also incorporate steam vents to prevent gas pockets from building up in critical areas, and this is vital in allowing the coolant to manage heat build-up for high-performance applications.
Such design features allow for a higher compression ratio with no fear of detonation. The thermostat has been located at a low position, which eliminates the possibility of a gas pocket preventing the thermostat from properly sensing the heat of the coolant. Previous generations incorporated a coolant passage through the intake manifold to warm the incoming fuel-air mixture in very cold climates.
However, modern fuel-injection techniques eliminate fuel atomization concerns under all conditions, so the LS family uses a dry intake manifold. This removes a common coolant leakage point, and also allows the incoming air to remain as cool as possible for better power production.
The architecture of the LS series makes for an extremely strong engine block with the aluminium engines being nearly as strong as the iron generation I and II engines. The LS engine also used coil-near-plug style ignition to replace the distributor setup of all previous small-block based engines.
The cylinder firing order was changed toso that the LS series now corresponds to the firing pattern of other modern V8 engines for example the Ford Modular V8. The first of the Generation IIIs, the LS1 was the progenitor of the new architecture design that would transform the entire V8 line and influence the last of the Big Blocks.
The Generation III 5. The extra horsepower was claimed to come from the intake ram-air effect available in the SS and WS6 models.