Well, after a few years, I am back to modding my Trans Am. I originally purchased my 1998 T/A brand new, and over the years, I modded it with all the latest bolt-ons at the time. I ended up transferring from Little Rock AFB to Travis AFB in CA, so I ended up having to sell the car…which I regretted every day! When I was at LRAFB, my Chevy dealer had a speed shop and they ended up installing some mods…gears, struts, etc…actually gave me a great pricing since I was always there and they wanted practice working on the new LS1. Fate, and the cashier hooked my up with my wife who was working in the accounting office at the dealership. So, this car had a lot of sentimental value. So, when I moved to Georgia, I found out the car was for sale, and I bought it back in an instant! The car was immaculate when I sold it, but when I bought it back, it was trashed and I know they beat the hell out of the engine. I hade the pricy FLP headers that you could sway out cats and straight pipe with a borla cat-back, but the idiot before me welded everything together and welded in a glasspack as well. So, I am in the process of a full restore (well close to it anyways). My previous mods are in my signature. I ended up talking with Lonnie at Texas Speed about what I wanted to do with the motor. Let me just say that Lonnie hooked me up! He was very helpful in meeting what I need and VERY patient in answering more phone calls and emails that would probably count me as a stalker, LOL. It is amazing how technology has changed in the past 4 – 8 years and what you all are doing!
I have an appointment to replace the entire interior at the end of next month. I used to have all LG suspension parts with Bilstein HDs and have since changed to BMR and Koni shocks/struts, etc which is nothing short of awesome!
Since this is an internal engine thread, I am going to post my progress of changing over to all the goodies below. Everything should be arriving within the next week! Engine and Tranny are out, and came out through the top with absolutely no issues, did not have to take off hood! Since I am replacing every accessory item for piece of mind (starter, AC Compressor (bad), Alternator, water pump), the only thing on the engine were the heads.

Engine
- Texas Speed & Performance Balanced 383 Rotating Assembly
- Wiseco Forged 383 LS1 1ea Piston Set: 3.903' Bore, 4.000' Stroke, 6.125'
Rod Length, 1.110' CH, -3cc Flat-Top; Wrist
Pins & 1.2/1.2/3.0mm Steel Top/Napier 2nd
Ring Pack Included

- Clevite H Main Bearing 1ea Set, For LS1 Stroker Applications

- Clevite LS1 H Rod 8ea Bearing, Per Bearing

- TSP 4340 4.00-Inch 1ea Stroke LS1 Crankshaft, 2.10" Journals, No
Reluctor Wheel
Nowristpins - No wrist pins needed 1ea
- GM 24X Reluctor Wheel For 1ea LSx Crankshaft
25-NoKeway
- Texas Speed & Performance 8ea 6.125" H-Beam Connecting Rod, Single, No
Bolts

- ARP 2000 Rod Bolt for 16ea Texas Speed & Performance 6.125"
Connecting Rod, Per Bolt

- TSP Torquer v.2 114 Camshaft: 232/234, .595'/.598', 114 LSA
- Texas Speed & Performance LSx Engine Bolt & Gasket Rebuild Kit
- GM LS2 Lifter Tray

- LSx Timing Cover Gasket

- LSx Front Cover Seal

- GM LS1 Valley Cover Gasket
- GM LS1/LS6 Balancer Pulley Bolt
- GM LS1 Exhaust Manifold Gasket
- GM LSx Oil Pan Gasket
- LSx Water Pump Gaskets, Pair
- Pair of GM MLS 5.7L LS1 Cylinder Head Gaskets
- GM Valve Cover Gaskets
- GM LS1/LS6 Cylinder Head Bolt Kit

- Precision Race Components As-Cast 225cc Cathedral Cylinder Heads
- PRC As Cast Cathedral 2ea
- Finish out for 2ea PRC As Cast Heads

- Manley Custom 2.065" 8ea Intake Valve

- PRC .650" Dual Valve 16ea Springs
- PRC Titanium Retainer for PRC 16ea Dual Spring
- PEP Spring/Base: 1.250" - 16ea 1.250od x .655 x .5691d x .060
- PEP Hi-Chrome---Valve- 8ea Seat 2.125x.375x1.812 P2851
- PEP Hi-Chrome---Valve- 8ea Seat 1.625x.375x1.343

- Ferrea 1.60 Exhaust Valve 8ea
- PRC Valve Seal GM 16ea
- Powerbond LS1 F-Body/GTO Harmonic Balancer Crank Pulley
- Main belt for 98-02 F-Body w/ UD Pulley
- AC Belt for UD Crankshaft Pulley, 1998- 2002 LS1 F-Body
- GM LS7 Lifters
- Durabond Cam Bearing Set
- Texas Speed & Performance 7.450 Chromemoly Pushrods
- Hypertech 160-degree Thermostat
- ARP Water Pump Bolts
- Holley Aluminum Valve Covers, “Crinkle Black”

Transmission/Clutch
- RAM Clutches Powergrip HD LS 12-inch Clutch Set, Full Metallic Disc, 750 TQ Rating
- Ram Automotive Billet Steel Flywheel
- Ram Automotive Adjustable Master Cylinder
- Tick Stage 2 rebuild

Intake/Fuel/Electrical
- Fast LSx 92mm Intake Manifold - BLACK
- Fast 92MM Cast Aluminum Throttle Body with Black Topper
- FAST Intake Manifold Gasket Kit for FAST Cathedral-Port #146302 Intake Manifold
- Texas Speed and Performance 100mm MAF w/ Sensor, Harness & Coupling
- FAST LS1 Fuel Rail Kit With Hardware
- FAST LSX Fuel Line Conversion Kit
- Racetronix 42lb. High-Impedance Fuel Injectors
- MSD 8.5mm Spark Plug Wires, Red, for 97+ LSx Cars
Exhaust
- Texas Speed & Performance 1 7/8-Inch Race-Style Polished Stainless Steel Long Tube Headers, 1998-2002 LS1 F-Body
- Texas Speed & Performance 3-Inch Catted F-Body Y-Pipe w/ Clamps
- Magnaflow/carsound 3in Catalytic converter
Rear End
- TA Performance Aluminum Rearend Cover

Suspension (C/W)
- BMR MPHR002 – On-Car Adjustable Panhard Rod
- BMR MTCA001- Lower Control Arms
- BMR Koni Level 4 Handling Package
- BMR SB001 Sway bar kit with bushings, front, hollow 35mm 

- BMR SB003 Sway bar kit with bushings, rear, hollow 25mm 

- Koni front shock, single adjustable, sport (Yellow)
- Koni rear shock, single adjustable, sport (Yellow)
- BMR SP001 Lowering springs, set of 4, 1.25" drop
- Replaced both front strut mounts

Parts that are staying:
- Texas Speed & Performance Ported LS6 Oil Pump
- Borla Cat Back Exhaust

Parts Replacing due to failure or “Piece of Mind”
- Water Pump
- Alternator
- A/C Compressor
- Starter
- A/C Orifice Tube AC Delco
- A/C Accumulator
- Radiator Hose
- A/C “Hose”

I also want to thank members of LS1Tech.com for being a great source of information and inspiration!

 

Here is a link to the pics so far. I will be posting some in the threads when I start moving along.

https://www.icloud.com/photostream/#A15kuVsbAUrWC

 

Lol, you haven't reach "stalker" status yet. In all honesty it's been a pleasure working with you and getting your combination ironed out. I know a few people will raise their eyebrows as to the cam choice in a 383 but this isn't an all out power build. This cam will give you the all of torque you want while still being completely streetable with a nice lope but without all of the bucking and surging headaches that some of the larger cams tend to have. I can't wait to hear your thoughts once it's running and to see pics of the interior once it's all completed. Keep the updates coming.

Lonnie

 

Nothing wrong with that cam. 234/238 114 I always thought was about perfect for a 383 in terms of power and streetability.