I installed a Vinci #080 cam in Oct and after I got done tuning w/HPTuners, my 2002 5.3l Tahoe pulled 280RWHP and 287RWTQ Dynojet SAE (auto trans 2nd gear locked). I had WCCH do mild Stage1 work on the stock heads at the end of December (bowl area cleanup,1.95"/1.57" intake/exhaust valves, milled .025" for a 57.2cc combustion chamber). I just re-dyno'd at the same shop, and after adding more fuel across the board (stock injectors are now at 92% duty cycle), I made 298RWHP and 301RWTQ SAE. Below is the Cam only, and Cam/Heads results:
http://yelnats.smugmug.com/photos/52390181-M.jpg

The only other change was Gibson shorty smog legal headers (I still have stock cats/ypipe)....I think most if not all of the power came from the heads not the shorty's. I already had a UPD intake tube/lid with a high flow panel filter, but i'm going to install an Outlaw system next week. My Tahoe has great power just off idle compared to stock and is a blast to drive. Anyway, all I need now is to find out how this "Vette Servo" thing is installed that you all talk about...OK, I got the instructions :chug:

Congrats! i like it when the gains are all across the board, very nice:)

nice gains, but why didn't you change the intake valve size? I thought the stock intake valve size was 1.95 or am i wrong? like i said good numbers for a 2nd gear pull.

nice gains, but why didn't you change the intake valve size? I thought the stock intake valve size was 1.95 or am i wrong? like i said good numbers for a 2nd gear pull.

from what I understand, a stage 1(so to speak) is more about throttle response and crisp drivability........

Stock intake valves are 1.89. Nice gains, I finally saw my heads today for the first time. I'm pretty excited to get them on.

nice gains, but why didn't you change the intake valve size? I thought the stock intake valve size was 1.95 or am i wrong? like i said good numbers for a 2nd gear pull.

The stock intake valve on my 5.3l was 1.89" according to WCCH. The problem with going to 2.00"-2.02" valves is when open, the valve is very close to the cylinder wall on the 3.780" bore and shrouds it anyway...
Thanks :drive:

The stock intake valve on my 5.3l was 1.89" according to WCCH. The problem with going to 2.00"-2.02" valves is when open, the valve is very close to the cylinder wall on the 3.780" bore and shrouds it anyway...
Thanks :drive:
Thats why you need a bigger bore :devil:

Nice gains glad to see as et of Richards heads putting out some numbers.

Thanks for posting your results Stan. You've made a very nice gain. I'm impressed that a 327cid engine can make so much power in a truck type application. As Moregrip mentioned above, it's always nice to see gains across the board. Nice job on tuning the engine too! :judge: Fuel curve looks superb.

Richard :)

Hey Richard what do you honestly think you could do to a set of 225 DART heads I havent even gotten the setup I ahve right now running and am already thinking about changing it it:jest:

Thanks for posting your results Stan. You've made a very nice gain. I'm impressed that a 327cid engine can make so much power in a truck type application. As Moregrip mentioned above, it's always nice to see gains across the board. Nice job on tuning the engine too! :judge: Fuel curve looks superb.

Richard :)

Thanks to all for the compliments, and thanks to WCCH for such nice performing stage1 heads. One thing that really impressed me is the airflow gains I achieved here at my altitude 2350-2400ft elev. relative to the dyno shop in chatsworth 750ft elev. The grams/cylinder delta is much smaller now between here and there (ie. my Tahoe runs almost as good here as it does near sea level).

:nod: :cheers:

Thanks to all for the compliments, and thanks to WCCH for such nice performing stage1 heads. One thing that really impressed me is the airflow gains I achieved here at my altitude 2350-2400ft elev. relative to the dyno shop in chatsworth 750ft elev. The grams/cylinder delta is much smaller now between here and there (ie. my Tahoe runs almost as good here as it does near sea level).

:nod: :cheers:

now that's impressive, sounds like your throttle response is a treat as well :)

Sweet, another Tahoe guy. Anyway, nice gains with the heads. Could you tell me how much it cost to get your heads worked? I was looking on one sponsors site and they wanted $2k for stage 1 heads with exchange.

Sweet, another Tahoe guy. Anyway, nice gains with the heads. Could you tell me how much it cost to get your heads worked? I was looking on one sponsors site and they wanted $2k for stage 1 heads with exchange.

We can upgrade your 5.3l heads with larger stainless steel valves and Stage 1 porting for between $800-$1000 per pair exchanged. Options such as valve springs will vary the cost, but not by a lot.

Richard :)

More greatness from WCCH! It's great to see a company that actually does some R&D and takes pride in their work...the results tell the tale. I don't want to get too far off topic, and I hope you don't mind Richard, but I've been talking you up to my dad like crazy. He's been in business building race engines for about 35 years now, and is just starting to get his CNC program underway...I'm really starting to turn him on to the GENIII stuff. I've told him what a top notch organization you have and that he should really start paying attention to what you guys are achieving.

I also mentioned to him that if he doesn't get his butt in gear, I'm gonna be driving around with a set of WCCH heads on my future 6.0 if I'm ready for them before he is :jest:

Thank you for such a wonderful compliment. With all the new hype of the Gen 3 engines for the muscle cars, I feel the folks with trucks and SUV's seeking some additional performance are being left behind. My first involvement with the 5.3l engine was in 2002. A family member bought a work truck that he couldn't bear the thought of driving stock...........sooo we began hotrodding the thing. One day he setup a street race with a supercharged Toyota Tundra with the TRD blower. He was sure he was going to get his lunch handed to him. He spanked the Toyota 3 races in a row from a dead stop........with a bed completely full of work tools and a fiberglass shell :buttkick: My wife and I now own that truck. I really enjoy driving it now that we put a 6.0l in it. It has all the torque we need to tow a 2 horse trailer. Still I feel that the 4.8l and 5.3l engines have a lot to offer. Soon you'll see some more activity from us on this market.
Now it seems an almost daily occurence that an experienced Gen 1 engine builder calls me for info about the Gen 3 engines. One by one they're discovering the marvels of the modern small block Chevy. Pretty soon we'll be releasing news about a racing LS1 head made by All Pro Heads. As a race engine builder, your dad will probably be looking for these parts soon. The transition to CNC has been a career change in the midst of trying to run a 22 year old business. Not easy by any means. I wish him good luck and if there's anything he'd like to chat about, I'm almost always available.

Best regards,

Richard :)

More greatness from WCCH! It's great to see a company that actually does some R&D and takes pride in their work...the results tell the tale. I don't want to get too far off topic, and I hope you don't mind Richard, but I've been talking you up to my dad like crazy. He's been in business building race engines for about 35 years now, and is just starting to get his CNC program underway...I'm really starting to turn him on to the GENIII stuff. I've told him what a top notch organization you have and that he should really start paying attention to what you guys are achieving.

I also mentioned to him that if he doesn't get his butt in gear, I'm gonna be driving around with a set of WCCH heads on my future 6.0 if I'm ready for them before he is :jest:

Its nice to see more WCCH numbers. Its a very nice gain for stage 1 heads. Good Job :judge: