This can cause a lean issue that creates a ripe environment for detonation, which will reduce horsepower as the computer senses the detonation and begins reducing ignition timing along with other adjustments to elimination the detonation. In these types of scenarios, just one degree less of ignition timing can cost you 10-12 horsepower. Hot, more vaporous fuel also doesn’t atomize as efficiently, which can negatively affect the injector spray pattern and how the fuel mixes with the air, both of which can cause a loss of power and performance.
The factory heads are based on the LS3 heads. However, they have a flow vane in the intake port. This helps emissions and idle stability, but reduces flow. CNC porting the heads is common. This removes the vane and improves airflow by about 70 cfm. Aftermarket cylinder heads are another option. These heads will flow even better than ported stock heads and have thicker deck surfaces to withstand more boost.
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On the exhaust system side, run a 3-in. system only if you have a single pipe from the catalytic converter back. If you have dual pipes from the converter, we recommend using a 2½-in. pipe.
Like other LS engines, a cam swap is common. The LSA has a very small camshaft. Upgrading to a LS9 camshaft is worth about 30 hp, however, it won’t make more power until 4,800 rpm. It’s really only worth it if you plan on running at high rpm. Larger, aftermarket cams can add about 50 hp. Going as high as 0.630 in. of valve lift is also common. The table below gives some information on what to expect from different cams. (Note: We are assuming a standard blower, pulleys, and tune on pump gas.)
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