dbs1

I have an 02 Camaro with a set of prc heads and cam with the usual bolt on's. About 430-450hp, but about 75hp shy of where I need to be to run at the front of the rr group I run with. Car sees 10-15 sessions a year and 5-6K on the street.

My mech is offering to help me out with a 416 LS3 build vs using what I have for a 383 LS1 stroker without all the header swap, ect.. Needed for the LS3.

I like the idea of the 416 600+hp, but as these things go there will always be more expense then I forsee, as well as something about keeping the original LS1 in the car that appeals to me as well as the simplicity of it.

What do I gain, lose both directions? How much hp/tq do I gain doing the 383? Just trying to get all the pros and cons on the table, along with saving my wallet some pain. Ideas? Thx!

Big Bu Bu

iTrader: (4)

Do you have a concern about the LS3s reputation for blowing up on the track (road course) due to oiling issues? Have you considered a dry sump?

Jwright41

iTrader: (2)

Last I remember on here that 383 wont yield any more HP. It is good for the torque curve but that is about it. Go for the 416.

badazz81z28

iTrader: (6)

You will have more power potential with the LS3. The 383 LS1 will be great, but it will still be a small bore. With the LS3 you can run Rect port heads. 600hp will be easier to obtain with more cubes and better heads.

Detoxx03

iTrader: (14)

I'd opt for the LS3. When I had my Trans Am I stroked the LS1 to a 383 and enjoyed it but then again it was built for nitrous so that's where I benefited most from it. Can't beat a larger cubed motor.

dbs1

Yes, the oiling issues are noted with the LS3 and a sump would be part of that plan, again one of several things adding to the expense. Right now a $2000 diff would be a big deal, though there is no doubt having 600+ vs 480 hp has its appeal.

82cetuner

iTrader: (9)

well you dont have to swap out headers or anything like that everything external can bolt back on, you can even re use your heads and intake if you want, but there is a big benifit to the ls3 block simply for the ability to use ported ls3 heads which most of them flow better than aftermarkets, rect port heads however will lose a bit down low and may not be the best suited for road racing where some low end get up and go is required.

i would still do the ls3 though since its newer and the aftermarket is going to start catering to it more.

odarabla

iTrader: (1)

What's wrong with building a 402-408-416ci out of a LQ-9-4 iron block? It's pretty much a direct replacement for the LS1.. You can use all the same wiring, crank, rods as the 383 but you will need bigger pistons. 4" for the 402ci, 4.030 for the 408ci and 4.065 for the 416ci.. Use the heads of your choice that suit your build the best.. Just a though.. This would be a lot cheaper to build than a LS3 or even an LS2 for that matter.. You can get a used LQ9 iron block for around $300.00..

odarabla

iTrader: (1)

You can use ported LS3 heads on the LQ9-4 build..

Che70velle

iTrader: (6)

Nothing wrong with the lq build, except the fact that you'd add over 100 lbs. to the nose of the car, which is the LAST thing you'd want to do to a road racer. I'm looking for an aluminum block myself, because of this issue.

dbs1

Xactly.

Big Bu Bu

iTrader: (4)

The LS3 is a mistake without a oiling solution. On the street it's fine. I'd be afraid to invest into a motor looking for more power that may not even make you all that faster out there on the track only to pop it on the first left hander that pulls over 1.3gs. There is a limit to useful power on a track car but I get a sense you already know that if you do 3 or 4 events a year. If the objective is to get better lap times I'd stay with the 5.7 and invest more time and money into making the car lighter and handle better.

mark21742

I'd look more at the 408 iron block and think hard....tubular crossmember, arms, battery relocation and you are back to original nose weight....and with the money you save on the block you can get better internal parts or a decent drysump.

I personally spin my 408 to 8,000 rpms and could go higher if I wanted to with just good bearing clearances, good forged internals and a Melling high volume pump.....about the only thing is like to change is to cut a section out of my stock pan to add 1-2 quart more capacity

odarabla

iTrader: (1)

Well you figure a man with a budget like this one would sacrifice the weight to save the money.. Just my .02cents.. Carry on..

RezinTexas

I would definitely do the larger bore engine for a race application.

dbs1

If you road race much you learn real quick that removing weight, and improving braking and handling are every bit as important or more so then overall hp. It's fun to run it down the track and pass a few folks like I did with my 700hp bbc in a 67 camaro, but you'll give it right back up in the twisties if the rest of the car does not match.

That is why anyone that does much of the rr is NOT going to put an iron block in his car at the expense of handling. Big NO-NO. Budget or not. Thx.

conan

iTrader: (5)

Does the LS2 have the same oiling issues as the LS3 on the road courses ? You could do a 402-408 LS2 (Aluminum) motor.

mike c.

iTrader: (1)

My boy has a 383ci that made 500hp 470tq. The car is not much slower then my 402ci car and he is not maxed out on all the lil tricks. He is running tfs 215 heads and 11.7 compression. M6 car with heavy dr shaft and a 12bolt.

black01_WS6

iTrader: (13)

A ls3 will get you more power, and be more reliable at that power level and less hassle at the track. As long as you get the oiling issue fixed the extra 2,000 is worth it in the long run. If you don't get the ls3 you will be kicking yourself later.

You can also sell off all of your ls1 stuff to recoup some of the difference. Didn't know if you thought about that.

dbs1

I have thought about selling the ls1 but it still leaves me a little short. I am more concerned of the butt kicking I would give myself should a new mustang pass me down a straight.