Indeed it is.

I would get Greg Good to do a set if it was my build.

 

I still don't know which heads you are talking about though. You made the statement that I wouldn't hit my goal "with THOSE heads". What kind of heads would you have Greg Good make?

 

A set of ported LS3/L92's of course.

 

Now I understand what you were getting at. A quick lookup on him netted a ton of positive posts on all sorts of forums. Thanks for the recommendation.

 

Greg Good is very very very good - no pun intended - but also very busy because of it.

I run WCCH - West Coast Cylinder Heads - L92's on my car and they are a thing of beauty and flow quality air.

Very small custom cam and my car makes good numbers and drives about like stock. Tons of low and mid power and a joy to drive everywhere.

Just my $.02

 

WCCH are nice pieces too, forgot to mention them. Any GOOD head porter is always swamped so that's just part of the game if you want really good heads.

WKMCD, I bet your car runs great with that BRE cam, I love the names Bret sometimes comes up with lol. The OP should go with Bret @ BRE for the cam if he wants a nasty combo.

 

I hear what you're saying about the cam. I know that it's heart of this beast and I don't want to F it up. Once I've got the heads figured out, the cam and intake are next.

 

Custom little BRE "Justin Timberlake" cam. Smaller than you think and unassuming but able to go around F'ing anything it wants to.

 

Nice torque curve! 400+ from 3K-6.5K is not too shabby

 

386 RWT at 2200RPM. The tip in on the car is insane. Makes for a very fun driver.

 

I know the feeling. My Solstice has a similar ramp up although it's turbo'd. Gave my wife whiplash last week when she borrowed it for a day!

 

Not to highjack too much, but I am building a similar setup for a dd 69 Camaro ragtop. I had purchased a set of WCCH L92's about two years ago, I would highly recommend working with Richard there, a SUPER good guy and the heads look terrific. Obvisouly yet to use them but feedback from others on this site sold me on going that direction, I would recommend without reservation.

I recently scored a low mileage 08 Corvette LS3 shortblock which I plan to put these heads on. This will be my first build/install of an LS engine, so two main questions come to mind that might be relevent for your build: Cam selection, and engine control/harness.

WKMCD, do you feel that the cam you are running in your current 402 configuration would also work well in a stock bottom LS3 configuration? I have an L76 intake, untouched that I plan on using. I don't need a lot of cool hype dyno numbers, I want something that feels seamless to drive on the street as this will be a touring/performance car that I want to drive a lot, including long distances, with wife in tow. With ~25 less cubes, I wonder if it would scale appropriately, or if it would be wiser to go a smidge smaller.

Engine control: GMPP offers a cool kit that has the engine harness, controller, and gas pedal that will make the swap a lot easier for me, and it's far more affordable than the other aftermarket setups. As I have never done one of these engines before, I do realize that the controller can be reflashed, but is this something easy to do on site or easier to send off. I really don't need headaches, I have enough other challenges with the car and very little free time, so a plug and play would be ideal. Another option would be to use the cam and controller GM uses in the LS376/480, my guess is that your cam profile would perform better?

Thanks guys, again, sorry for the highjack, I can start a new thread if necessary.

Mark

 

You're right about cam selection. As for the engine control/harness, I planned on having Painless make something up for me. I'm not sure about the reluctor wheel though. The 05 GTO has a 24 tooth if I read the right info. If I'm going to change over the harness for the LS3, do I take the opportunity to switch to 58 tooth or stick with the 24 tooth setup? I guess this kind of thing is probably a no brainer for an engine builder. I just want to make sure to order the rotating assembly with the correct one.

 

Cartek (sponsor on this board) did my L92 heads. I run the stock l76 as well (ported by Cartek) My cam is not huge and car drives very well on the street and even better at the track.

 

Thanks for the suggestion! I'm probably going to contact a few companies to have them make recommendations. I'll be looking for timely responses as well as supporting graphs and references.

 

I may just have to go this route. I tried to work with Greg and he doesn't respond to emails very well. I asked for his contact information and have yet to receive that either. Oh well. I gave it a shot but I'm not into chasing people down for stuff. I guess I wasn't a big enough fish.

 

we have smallish cams that made very good power on the reg L76 engines (over 500 FW) cam only. we do have more aggressive ones as well. PLUS like you was mentioned earlier, we do the rotating assemblies as well. let me know what you need and i can get you a package deal put together with whatever else you may need!!

ps thanks for all the props for us in this thread

 

John:

I'm open to suggestions at this point. I've only purchased the block so far and I was hoping to buy the heads within the next week. Based on my goals and usage, what options would you recommend for a rotating assembly? After talking to the shop over the weekend, I've decided to go with 2618 pistons and keep the compression ratio around 8.9 or so. We're committed to adding an APS twin turbo setup in the future capable of 1000 bhp

 

Has anyone had any experience with Caddie lifters versus stock? Aren't these just the GMPP racing lifters?

 

I would not run as low as 8.9, but that is just me. I would recommend a callies upgraded rotating assy from any sponsor as long as it is also balanced and matched with boost rings. You will need a dish to get the Cr you want, but you also have to factor in head cc and head gasket thickness/bore as well as the bore size for the LS3 you are running. then go from there.