I am looking into a pair of these as I found a guy selling a set locally. I think ( I need confirmation from him) they are the 225 cc 11 degree LS1 head. I want to use them on a naturally aspirated LQ9 that I am building somewhat similar to this thread:

https://www.performancetrucks.net/fo...d.php?t=468802

I too have a 70000 km LQ9 that an 05 Escalade gave up for use in my 94 reg cab short box 2wd. I am not building a daily driver and plan for a loose convertor and at least 4.10 gears. Really quite similar to bgray.

These heads get some pretty good reviews but I want thoughts. I need more info from the seller as he had these on his CTS-V ( not sure what year from 04-06, guessing it was an LS2 car though). Apparently they are more or less new with almost zero miles. All I know so far is 225 cc intake runner, and 66 cc chambers.

 

Got more info. They are indeed the g111 ls1 11 degree 225 heads. Looking at the flow numbers they are quite comparable to what I have been looking at. Anyone running these on a stock displacement 6.0 liter on here? I know they are supposedly a proprietary casting, not a reworked GM head. The numbers I have seen layed down in posts with these is encouraging. They have roughly 6000 miles on them and the guy is only removing them as he is adding L92 heads to match whatever new blower he is adding to car. I might take a look at them.

 

ive actually heard ET heads are great i cant say much since i yet to use them, but ive seen some really badass builds have them and they seem to be top notch heads..

 

That's what I am seeing too. Thanks Skeet. I am wondering really how the LQ9 flat top and an 11 degree angle head is going to work? I mean 11 degrees may actually make my P to V wider.... that's not a bad thing. I can't find much about them where piston to valve considerations were ever mentioned. I really don't want to pull them pistons and get them flycut if I don't have too. Checking, checking and more checking.

Most of the posts I see about them date back to 2005. I like these can run a stock rocker as well, and only the big 265's needed an offset one. This guy has some Harland Sharp rockers that he is selling seperately with them if a guy wants. Don't know if I really need them though.

His price isn't bad considering their original cost, but I probably need new springs. He says .650" lift, and was running a .612" cam himself. Used springs seems to be a thing I don't want to deal with though as I don't like unknowns.

Otherwise I can't see a reason to jump on a set of 11 degree heads, seems to be no real negatives. I am leery only on him changing the things out. I highly doubt they are damaged ( cracked or what have you) as the same guy has a blower for sale too off the same car and is upgrading to a larger one. I have a good friend who runs a small one man cylinder head rebuilding shop and he does a lot of things for me for nothing, so changes or checking are zero issue. The thick deck these have means I can mill them more if I want with no issues.

I know I am newb on this site, I read a lot and just usually don't have much to post about.

 

Moved ya to the internal engine mod section, might get more hits on this one there

 

Might want to ask hirdlej about them. I remember he bought a set awhile back.

 

There's a reason for that (older posts). Cause they're no longer in biz. Weren't they a sponsor on PT or Tech at 1 time, or am I mistaken?

Yes, they had 2 versions, 1 was like u said, propietary w/. "special" offset rockers needed. From what I remember they were excellent in either version. I just never got to th point where I thought I'd need, or afford em.

And they did work for some of the really big names. Even if those big names didn't want u to know.

 

Performance Induction Specialties is now making ET's heads so I guess they are done.

If I go take a look and these things look okay, I might snag them for myself. Seems to be no real reason not too

I will PM hirdlej and see what he thinks. I am going to talk to Skeet's engine builder ( as he told me too, lol) and see what he thinks about it too. I plan to make this thing something competitive so I want to try and get the best combo I can. Might have to change plans as far as the cam goes, but maybe not really. Suggestions are always welcome though

 

P.I.S. are doing the ET heads yes. So, in a way, ET is still there. In fact, they might even be in the same bldg. they used to be in, I'm unsure, but also if MAST took em over (see below) that may've changed their location as well. I wouldn't have any worries. Back when they were ET, if I coulda allowed for the downtime, I was this close [hold up forefinger & thumb] to havin ET do a P&P for me.

I know MAST took em over back in fall of '10. If MAST owns em, this may drive the cost up for future heads & headwork since they were a local outfit, but then again I'm not 100% on that, it's just usu. what happens when a co. takes over another - prices go up to pay for the acquisition. I only knew this after I checked out who P.I.S. was from your post, as I'd forgotten the name my tuner mentioned, but then I remembered it was Performance Induction after your post.

 

I talked to Joe (hrdlej) and he said MAST is now in control with these heads nowdays. I would just have work done locally on them if need be so I hope not to have to deal with them. Their customer service apparently leaves a lot to be desired.

My biggest concern is still of course the size of the head..... but then really what is the size of the runner on a worked 243 like the TSP 2.5 LS6 head? Stock the 243 is a 210 cc runner supposedly so 225 would probably be realistic depending on the extent of the port work done. I know they will hurt low end power....... but with a convertor that will probably flash in the high 3's or low 4's does that actually really matter? I'm not building your drive everyday to work truck here. Hell I won't probably drive it more than a couple thousand miles a year and mostly to play at the track. The truck hasn't moved since November of 2008 so I don't think I miss it too much, lol. I mean this would be a complete different conversation if I was talking about my 05 1500HD's LQ4, but I am just going to stick a blower and mild cam on it eventually. Different though because in that instance I want low end torque.

I still have to talk to Skeet's builder James which I will do tomorrow once I get back home from life at work. Skeet's heads are larger than these and apparently it works pretty well together, even drivability. However being an L92 head changes flow characteristics so I don't know how fair of a comparison that is. A 408 or even forced induction is not out of the question for me, just not the first go around anyhow.

This is still banking on the guy even having these as I haven't heard from him since yesterday afternoon. I want his number so I can call him and get the most info I can about them.