Mostly, that means the difference between LS1/LS6/LS2-style cathedral-port heads and later-style rectangular-port heads. For these applications, the cylinder-head intake ports must be compatible with the intake ports of the supercharger manifold’s ports. The other crucial detail only applies to the installation of supercharger systems that mount the compressor in place of the intake manifold. The use of heads with six bolts per cylinder isn’t an absolute requirement on an engine making less than 1,000 hp or less than about 15 pounds of boost, but they should be strongly considered for racing applications generating high boost and high horsepower. There isn’t sufficient room in this chapter to describe all of the cylinderhead choices available to the LS engine builder-and more seem to arrive every month. Ensuring intake manifold compatibility with the heads’ intake ports is the only major caveat when selecting them for a supercharged or turbocharged combination. The excellent port design and large-capacity runners allow for easy and efficient cylinder filling.
There is an almost endless list of possibilities when it comes to boost-friendly cylinder heads for LS engines.
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