If you are set on keeping the LS head ship it out to Port Flow to have them work it over. You will need a set of cams, valve springs, etc. Here are a couple of LS's Jeff Evans tuned.

Car: Integra LS

Engine: 84mm benson sleeved LS, 9:1 pistons, eagle rods, cometic headgasket, arp studs, ported and polished head, crower valvetrain, crower 402t cams, golden eagle intake manifold, stock tb

Mods: FR manifold, innovative "sc61" equivalent turbo, 3" dp, 3" exhaust, no cat, FR intercooler, FR charge piping, Tial bov, Tial 44mm wg, RC 750cc injectors, walboro 255lph pump, 3bar map sensor, neptune

Tuning at 14-15psi on pump gas:


Tuning at 18psi on race gas (110 octane)


The powerband of this LS, feels like that of a vtec on the street. The short redline catches up really really quick, even with the LS transmission. The head porting, cams, intake manifold, turbo and turbo kit really shift the powerband to higher rpms with the LS. This set-up would have easily made 450-500whp with larger injectors and a non-slipping clutch. Increasing the boost to 19-20psi resulted in clutch slippage from an ACT organic clutch (rated at only 300 ft-lbs of torque).

Car: Eg hatch

Engine: Stock sleeve LS block, 9:1 SRP pistons, eagle rods, stock headbolts, oem headgasket, crane stage 2 turbo cams, stock IM and tb

Mods: FR stage 2 GT kit, dumptube under oil pan, 3" thermal exhaust, no cat/resonator, RC 750cc injectors, walboro 255lph HP pump, 3bar map sensor, greddy profec b spec II boost controller, neptune

Tuning at 25psi on 110 octane:


* Dotted line represents pump gas 13psi tune, solid lines represent race gas tune. Tuning session was cut short at 25psi due to cylinder head lifting off block. Stock OEM head bolts and high boost dont mix. Luckily headgasket didnt tear, and customer was able to drive car back to fix iissue. As soon as headbolts are installed, going to 30psi. Probably going to make 500whp/425tq.