![]() These heads came on low-performance 6.0-liter truck engines in two variations: “873” cast iron (1999–2000) and “317” aluminum (2001+). However, they are quite plentiful used and work with any bore size search for casting numbers “852” and “706.” These heads have been phased out of production in favor of higher-flowing, LS6-based castings. Out of the box, the small valves make these heads a poor choice for performance applications, but these components are easily upgradable, which often makes for a great high-compression head that is easy on the wallet. The only differences between these heads and the LS1, besides the price, are the valve size and combustion chamber. If you are new to Gen IIIs, please note that these heads are aluminum and unless otherwise noted, so is every other head in this book.įollowing directly in the engineering footprint of the LS1 casting, these cylinder heads were used on the 4.8- and 5.3-liter truck engines. Though no longer produced by GM, all versions are fairly abundant used and work with any factory (or larger) bore. The later “241” castings featured lighter valves, a more common center valve cover bolt configuration, and several other nuances that make them more desirable than the “853” casting. There are changes throughout the model years, which are indicated with various casting numbers (last three digits are the part number). The OEM design that started it all, the original Gen III cylinder head, helped produce 350 hp using 5.7 liters of displacement. You can copy and paste this link to share: #Casting numbers 6.0 ls free#SHARE THIS ARTICLE: Please feel free to share this article on Facebook, in Forums, or with any Clubs you participate in. For a comprehensive guide on this entire subject you can visit this link: LEARN MORE ABOUT THIS BOOK HERE #Casting numbers 6.0 ls full#This Tech Tip is From the Full Book, HIGH-PERFORMANCE GM LS-SERIES CYLINDER HEAD GUIDE. For road racing, a cathedral port is ideal, and has even proven to be quite capable in drag racing with an altered valve angle and larger runner sizes. For a street car, this design means excellent throttle response, torque and average power.ĭyno tests have proven that comparable aftermarket cathedral port heads can match a rectangular port in peak power, while proving much more impressive below the curve. ![]() Cathedral port cylinder heads have been mistakenly dismissed by many in LS-series circles for being “old-tech.” However, their thin cross-section allows for a high-velocity and smaller-volume runner design with excellent flow. ![]()
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