Yes I am. I'm just looking for the right deal.

 

I found a Fast 90 on here a while back and paid $500 shipped. I'm not a bargainer though so probably overpaid. It has a horrible paint job, but from what I can tell so far it is mildly ported already and has no functional issues. Had I known about the DLS2 I would have probably sprung for that and ported it.

 

The heads are off and the new cam installed. Everything thing is ready for the new heads except for cleaning the block deck surface.





I forgot to take pics after removing this boss in preparation for the LS6 valley plate.





The new cam is in.

Covered up and put to bed for a couple days.


Yes, I cleaned up my mess when I was done

 

I'm still looking for a FAST 92mm intake. If anyone has one, please message me.

 

The last piece has been purchased.

 

Throw some HP guesses at this setup.

1. SBE LS1
2. Hand ported 243 heads milled .010"
3. PAC/PRC .660" springs w/titanium retainers
4. Cometic .040" head gaskets
5. 11.1:1 static compression
6. PatG cam 233/240 111+3
7. Hylift-Johnson 2148SE lifters
8. RPMStore Max Effort rockers
9. FAST 92 mm intake
10. WARR 92 mm throttle body
11. GTP 42# injectors
12. Racetronix fuel pump
13. Kooks headers
14. Borla 3" catback w/cutout
15. SLP MAF, smooth bellows, lid

 

420-430

 

I have a friend making 428 with stock heads, BTR Stg IV cam, and stock LS6 intake.

 

I've seen guys on here with aftermarket heads (TFS, PRC 225) and FAST intakes with 23x/24x cams and proper merge pipes off the y pipe or true duals making 450-460. That's how I based my estimate since you are on home ported 243s. That 428 might have been a generous dyno but either way, it will be mentioned at some point that track times are what matter most. Dyno to dyno variances as well. Although since you do have the Kooks headers, those might have a better merge than cheaper long tube headers so you may hit a little higher there.

 

The oil pump is ported, the bypass valve shimmed .105", the oil pump housing centered and torqued down, the pick-up tube tightened, the o-ring replace, and the oil pan torqued back down. The cam gear is only temporarily installed to hold the chain up. I have new ARP bolts to put it in with. Another 1/2 hour work and the front cover will be back on and anything covered up.

 

The front is all buttoned up.

 

Id ditch those springs for pac1207x. I ran a similar cam with those springs, they weren't enough, had valve float ended up losing a lifter.

 

Even thought PatG speced them?

 

TSP/PAC .660
Specs:
Install Height: 1.810"
Closed Spring Pressure: 160 lb. @ 1.810" Installed Height
Open Spring Pressure: 415 lb. @ .660" lift
Maximum Spring Lift: .660"
Coil Bind 1.015"

 

PAC 1207
Specs:

• Install Height: 1.800"
• Closed Spring Pressure: 155 lb. @ 1.800" Installed Height
• Open Spring Pressure: 436 lb. @ 1.150" Height (.650" Lift)
• Maximum Spring Lift: .700"
• Coil Bind 1.000"

 

Lots of progress made today.

 

Good work! I can't wait to see how it does!

Did you buy valve springs yet? I'm wondering if I'll need to upgrade myself, I'm going to be doing a set of PRC 225s with stainless valves, and after hearing about IROC's cam getting eaten up in wondering if I need to upgrade.

 

So I just finished my build. And man let me tell it's a absolute terror. Btr custom cam, STOCK 241 HEADS, John gibson ported fast 102, 42lb bosch injectors. No ud pullies and I'm still on a slp lid and on a mustang dyno I made 444rwhp 411 tq. Through a m6

 

It'll be ready to run as soon as I get the intake on. If I wasn't going out for the evening I'd probably bolt the stock intake on it and fire it up. I pulled the fuel pump fuse and turned it over until it made oil pressure. I was shocked to see 50 PSI. I've plumbed both catch cans and the new PCV line.




Rear steam vent teed in. New PCV and catch cans plumbed.

 

Having an original LS1 car is hard to beat. I'm sure you're WS6 will be a monster.