Tech / General EngineIs your car making a strange sound or won't start? Thinking of adding power with a new combination? Need other technical information or engine specific advice? Don't see another board for your problem? Post it here!
Welcome to ThirdGen.org!
Welcome to ThirdGen.org.
You are currently viewing our forum as a guest, which gives you limited access to view most discussions and access our other features. By joining our community, at no cost, you will have access to post topics, communicate privately with other members (PM), respond to polls, upload content and access many other special features. Registration is free, fast and simple, join the ThirdGen.org community today!
What are the differences besides the CC size? I have found 2 sets of heads..a set of lb9s and a set of l98s i can get for 75$. I know the l98s need new valves and everything but the lb9s are good.
Supposedly my motor has 9.6:1 compression so Im worried about getting lb9s...I also have no idea what CC the lo5 heads on my motor are tho.
Which should I get...arent the valves the same sizes?
edit::: found out heads are 64cc. Would lb9s raise the compression to much?
Last edited by 88Camaro350; 05-27-2003 at 11:44 PM.
Originally posted by 88Camaro350 What are the differences besides the CC size? I have found 2 sets of heads..a set of lb9s and a set of l98s i can get for 75$. I know the l98s need new valves and everything but the lb9s are good.
Supposedly my motor has 9.6:1 compression so Im worried about getting lb9s...I also have no idea what CC the lo5 heads on my motor are tho.
Which should I get...arent the valves the same sizes?
edit::: found out heads are 64cc. Would lb9s raise the compression to much?
Your best most cost-effective/power solution would be to get the good LB9 heads and have the intake valves opening to 1.94. They will then be virtually identical to the L98 heads. Then port and polish them yourself by following the intructions linked at the end of my sig. Good for at least 30 more hp
And YES you can do it yourself for DIRT CHEAP!
If compression gets a little high just use a thicker head gasket. Easy solution.
__________________
1986 CAMARO SPORT COUPÉ
5.0 Liter 305 hp
Hooker 2460 Shorty headers, mandrel bent 3" exhaust
Walker Quiet-Flow muffler and dual 2 1/2" pipes
Edelbrock Performer intake with 1406 600 cfm carburetor
Ported and polished 305 "601" heads à la F-Bird'88
305 HO dual snorkle aircleaner with K&N filter
Crane PowerMax 260 camshaft (.427 - .454) and lifters
Proform HEI coil and module, MSD cap, rotor and 8.5 mm Superconductors
700R4 with TransGo Stage2 shift kit and Derale 12000 lb. gvw trans cooler
3.42 gears, KYB Gas-A-Justs and Z-28 front and rear anti-sway bars
Goodyear Eagle HP (200km/h) 225x60R15s on 15x7 styled aluminum slots
T-Tops, A/C, tilt, cruise, variable wipers, power steering, brakes, windows, locks and rear hatch
Alpine CDA-9827 4 channel AM/FM CD-MP3 receiver with Pioneer and Rockford-Fosgate speakers. _ _ _ _ _ _ _ _ _ _ _ _ _____________ _ _ _ _ _ _ _ _ _ _ _ _ Yea verily, and he sore smote the smog heathens from his smallblock Chevrolet, even from the air pump unto the converter.... Book of Todd 3:05 Regardez mon coupé formidable ici!!! http://www.thirdgen.org/rides/index....ew&rideid=8338
If you DO go with the smaller chamber 305 heads, and you decide to use a thicker head gasket, MAKE SURE and check the quench with the new gasket / heads....too much gap will cause worse spark knock that too much compression....
BTDT...
__________________
Chris
85 IROC - Rebuilt T5,TPI 350, Hedman headers, and few other mods. Possibly for sale, email or PM if interested, LOTS of MODS and EXTRA parts included......
'03 GMC Z71 5.3 POSI..... stock for now
right now it has a set of lo5 swirl port heads on it. With a TERRIBLE cam. .360 intake and .385 exhaust.
I figure a lt1 cam with a set of lb98 or l98 heads will make a huge difference. Paceparts claims you get up to 300hp with just a ly4 cam swap on the motor. I wish I still had the lt1 cam I bought awhile back...to bad i sold it. I could have stuck it in there.
I'd say it's close to a toss-up. If you already have marginally high compression then a swap to the L-98 heads would drop it down some vs. what you have now, and they already have the larger valves a 350 will appreciate. If your compression is where you want it already then you might want to go with the other 305 heads with some work done to them to get the flow rate up some.
Any idea on what pistons you have in the 350 now? Flattops? Dished?
Originally posted by 85TPI400 Better do some more research, L98s are not aluminum unless they are off a Corvette.
Then 'splain it to me. I understood it to be that the RPO was the engine assembly. Thus L98 was a 350 w/ aluminum heads and TPI, blah, blah. The LB9 was the same except it had iron heads instead, so naturally it has to have a different RPO. L98's weren't offered in Z28 and IROC, only the LB9 was, correct? So obviously, the aluminum heads were in the Corvette (Cadillac too?). Please don't think I am being an ***, I'm not. I just want to understand this correctly.
Thanks
3rdgenstm
This link will give you details of models and availability. http://www.thirdgen.org/newdesign/tech/techdb.shtml
But a short explanation,
LB9 was a 305 available from 85-92
L98 was the 350 available from 87-92, but unlike the Corvettes they had iron heads.
if you want to get technical, L98's is the Corvette motor and B2L is the Camaro/Firebird motor. So, the L98's are alum, where the B2L are Iron. The B2L is more commonly refered to as the L98. I would go with the L98 Alum Vette heads since your running such a high compression if you can find them. The LB9's are gunna flow like crap. With porting, it could be better, but ported L98 vette heads would be better IMO.
__________________ 87 Camaro Z28 Waiting for LS1/4L60E transplant. Tons of TPI parts for sale 2009 Malibu LT 2.4: The comfy daily driver www.GMInsidenews.com www.NJFBOA.org
Thanks for the input and help. I am not real familiar with the TPI engines. I thought the LB9 was the 350 (wasn't the B2L an early 350 option-- before the L98???)
Originally posted by 3rdgenstm Then 'splain it to me. I understood it to be that the RPO was the engine assembly. Thus L98 was a 350 w/ aluminum heads and TPI, blah, blah. The LB9 was the same except it had iron heads instead, so naturally it has to have a different RPO. L98's weren't offered in Z28 and IROC, only the LB9 was, correct? So obviously, the aluminum heads were in the Corvette (Cadillac too?). Please don't think I am being an ***, I'm not. I just want to understand this correctly.
Thanks
LB9 is a 305. B2L is a 350 w/ iron heads. L98 is a 350 with alum heads. The B2L is the RPO code for 350's in fbodies. refer to previous statment about the engines. Just helpin ya out. the LB9 was the only engine in Z's and Irocs in 85-86. In 87, the B2L came in as the top engine.
Then 'splain it to me. I understood it to be that the RPO was the engine assembly. Thus L98 was a 350 w/ aluminum heads and TPI, blah, blah. The LB9 was the same except it had iron heads instead, so naturally it has to have a different RPO. L98's weren't offered in Z28 and IROC, only the LB9 was, correct? So obviously, the aluminum heads were in the Corvette (Cadillac too?). Please don't think I am being an ***, I'm not. I just want to understand this correctly. 
