4-valve per cylinder LSx heads from Arao Engineering! - LS1LT1 Forum : LT1, LS1, Camaro, Firebird, Trans Am, Engine Tech Forums
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post #1 of 89 (permalink) Old 04-11-2007, 12:37 PM Thread Starter
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4-valve per cylinder LSx heads from Arao Engineering!

This is an LS1LT1.com exclusive...you are not going to find this information anywhere else on the 'net for several more days!

Introducing Arao's 32-valve LSx heads:

Here's the vitals:
1. Contact Mark (310) 213-9443, or PM LS1LT1.com member Stroker396, sales rep for ARAO.
2. Each pushrod operates 2 Valves
3. Accepts stock or aftermarket Intake, Exhaust and Cam

Here's the pics:



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post #2 of 89 (permalink) Old 04-11-2007, 01:19 PM
 
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Damn! Thats awesome!

Any dyno #'s, etc?
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post #3 of 89 (permalink) Old 04-11-2007, 01:22 PM Thread Starter
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No details yet. I'm hoping Mark from Arao will pop in here and give us more details.

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post #4 of 89 (permalink) Old 04-11-2007, 02:07 PM
 
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Quote:
Originally Posted by Chris 96 WS6 View Post
No details yet. I'm hoping Mark from Arao will pop in here and give us more details.
Seems like there would be a lot of pressure on the lifters, rods and cam. I wonder if those have to be changed also? Pretty good stuff. I bet it would be worth the power increase.
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post #5 of 89 (permalink) Old 04-11-2007, 02:18 PM
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the spring pressures should be lighter being they have to control a smaller valve.. So theoretically <sp> it shouldn't be much diff. than say a heavy hyd roller setup..
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post #6 of 89 (permalink) Old 04-11-2007, 03:12 PM
 
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Want to see Dyno Perfs and Pictures on Engine....
I Will wait..
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post #7 of 89 (permalink) Old 04-11-2007, 03:41 PM
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That is correct the Spring pressure is less. The stock pushrods can be used. The heads come with the spring and shaft mounted needle bearing rockers. Gen I & Gen II block heads come with the head gaskets as the angle of the exhaust pushrod changes and some minor clearancing of the block is required. No Clearancing is required for the LSx heads.

Heads for the LS1 use 2x1.65" intake valves (388cfm) 2x1.4" exhaust valves (300 cfm)

Heads for all other LS engines use 2x1.72" intake valves (400cfm) and the same exhaust.

The rockers are 1.4:1 this wil compensate for aftermarket cams and valve clearance issues.

Also since there are two valves these heads do not require as much lift and will make more power than an equivilent flowing 2 valve head because they have more flow earlier.

The website will be updated in the next day or two with all the information or you are welcome to contact me.

Pricing is similar to that of the Small Block Chevy heads.

Last edited by Stroker396; 04-11-2007 at 06:23 PM. Reason: updated info
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post #8 of 89 (permalink) Old 04-11-2007, 03:50 PM
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well damnit... now the SBC/LTx boys are really screwed.

76mm spoolin 96 Trans Am...
"No way dude...i saw an LS1 fight godzilla and the LS1 beat godzilla and it looked in the air and was like what do you think of that god? And god was like bring it bitch, so they fought and the LS1 beat god and now the LS1 is god because its the greatest thing ever"
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post #9 of 89 (permalink) Old 04-11-2007, 03:57 PM
 
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well damnit... now the SBC/LTx boys are really screwed.
tell me about it!!! Those damn LSx motors are really starting to piss me off...
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post #10 of 89 (permalink) Old 04-11-2007, 04:03 PM Thread Starter
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Don't forget these guys build SBC and LT1 32 valve heads too.

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- 1996 Trans Am WS6 -- SOLD 6/07

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post #11 of 89 (permalink) Old 04-11-2007, 04:14 PM
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Thanks Chris,

Yes Arao engineering also makes the 32V heads for the Gen I and Gen II SBC as well as Big Block Chevy and Ford.

heads are also available for Volkswagon, and Harley Davidson with 4 valves per cylinder.
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post #12 of 89 (permalink) Old 04-11-2007, 04:34 PM
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Look promising, but I'm not going to hold my breath. As far as I know, no one has gotten a set running on an LTx setup. A couple were close, but that's the last I heard. Arao had always advertised them as a "bolt on" part, but the custom stuff makes it cost prohibitive for most people. You're talking custom manifold and rails, custom headers, gaskets, ect. And that's on the LTx setup.

The LSx setup I honestly am going to call and it's going to be the same situation. Lots of talk, plenty of in house dyno results without any independent results, and a LOT of custom work to get in and running on a car. How big are these heads comparitively to factory heads, what's the exhaust manifold angles, ect. It ALL comes into play. How much taller than a stock head are they?

I like the idea, always have, but I'm not going to hold my breath.

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post #13 of 89 (permalink) Old 04-11-2007, 04:37 PM Thread Starter
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Well it says pretty plainly that it works with stock LS1 intake and exhaust...so I don't think the fabrication problems are going to be as bad as on the LT1 heads.

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post #14 of 89 (permalink) Old 04-11-2007, 04:41 PM
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Quote:
Originally Posted by Chris 96 WS6 View Post
Well it says pretty plainly that it works with stock LS1 intake and exhaust...so I don't think the fabrication problems are going to be as bad as on the LT1 heads.
How?? Look at the ports on those heads. Those are NOT cathedral ports. Unless those are LS7/L92 based in which case a "factory" manifold can be used.

1999 Corvette -- Built motor, APS TT, 761/760 on 14 PSI -- FOR SALE $27,500
1993 Trans Am -- 383, LT1Boost Hot Parts, PT76GTS, FAST XFI, ect.....running and slowly being tuned by me
1999 Celica -- Gen II 3S-GTE Swap, 250/260 WHP
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post #15 of 89 (permalink) Old 04-11-2007, 04:53 PM Thread Starter
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Quote:
Originally Posted by Fastbird View Post
Unless those are LS7/L92 based in which case a "factory" manifold can be used.
Just looking at the pic again, I think you answered your own question.

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