Lol,lol

 

Old Motörhead,
you have a nice combo. Very simple yet effective!!!

 

Surely your not trying to compare G8 times to Fbody times. Its a 4 door 4,000lb family car, most of them are bolt on or cam only. The point is if you go look at the G8 list for cam only or heads and cam and look how many have tsp cam and or cam and heads you wont many if any. The OP has a G8, what 4th gens or another car type does with a tsp cam is irrelevant IMO. If it were me buying a cam for a G8 I would want to buy a combo thats proven in other G8's but thats just me.

 

Thanks. That was the goal. Fast enough to be a lot of fun. Still smooth and efficient.

 

I know this may sound ignorant (it IS, actually!!), but what does SBE stand for? Maybe Small Block Engine??

 

SBE= Stock Bottom End

 

Never said I was comparing them, if you read the thread you would clearly see where I stated I owned one (actually three) so I'm well aware of their heft. My point was blindly following lists is stupid, I got my G8 in the 8's with a POS 5.3L while most guys on those lists with mega buck builds haven't. Just because its not on a list doesn't mean it won't work, I've installed and tuned numerous Texas Speed cams and while they aren't on whatever list you talk about they are just as fast or faster than many other brands. I've done multiple 9 and 10 second G8's with TexasSpeed cams that are dailys and not on anyone's list. I have a TexasSpeed cam in my car now because it flat out works.

 

I picked up an LS short block, LC9 and when I took it to the machine shop the owner says that he recommends TSP to all his customers and he has worked with them and never had any issue with part quality or anything. I am located just south of Detroit and for the guy to know about TSP and prefer TSP to Summit and even Livernois Motorsports which is local to us. I decided to stop with the LS build, which is going in an ElCamino and focus my time and money on getting an aftermarket ECM for my Grand National and converting it over to e85. Figured I had too many projects going on at once and I had my GN stock block rebuilt and stock transmission 6 years ago and I haven't done much with it. With my engine build, transmission and turbo my GN is easily a 10 second car and with e85 I might hit low 10s. Instead of spending the $1200 for machine work on the LS and god only knows how much more to build it and put it in an ElCamino, I figured I would take that money and spend the $1900 on the aftermarket ECM which is plug and play. In addition I will need to upgrade my fuel lines and injectors to for the e85 conversion, then couple hundred so I can get a harness to work with a newer coil pack and get rid of the 35 year old ignition module. Could go to LS coil near plug or Holley, but as it turns out for my goals the 4.3L V6 coil pack will work just fine and have been used in cars making 750whp. If I decided to go low 9s then I convert to LS or Holley coil near plug. Then another few bucks on a flex fuel sensor and harness to hook it up to the aftermarket ECM. Sorry, I think I got a little off track. But when I do build my LS, I will probably use TSP of pistons, rods, cam, valvetrain, etc. What every I may need, since I am not going to be making massive power with the LS. Who knows, if my little v6 gives up I might end up with an LS swap in my GN.

Good luck with whatever you decide, but listen to the guys on here about porting the rectangular ports. I'm not an expert or even a novice, but I have watched enough of Richard Holdener's YT videos to have picked up some knowledge. I would suggest watching Richard Holdener's channel, you can search through his videos specifically for the rec port head testing with various cams.

 

A cam'ed 6.0 with LS3 heads = good.
A cam'ed 6.0 with ported and MILLED LS3 heads is better.

I know several of the guys are telling you to leave the heads alone, but having been there.....IMO, a 225*+ intake duration cam is gonna love CR in the range of 11.3:1.

Slap some Cometic head gaskets with a compressed thickness of .040" will provide optimal quench (in the .035" range) and you'll have a VERY nice driver.

BTW....I got my stroked LS3 (and PRC heads) from Texas Speed. For me....their parts and customer service is top notch.

Best of luck!

KW.

 

The guys telling you to leave LS3 heads alone are meaning not to port them.
Possibly a bowl blend and top notch multiangle valve job would help things, but the ports themselves will handle a lot of power before general porting would be needed. Milling to adjust compression is determined by your desired compression.

 

230+ cam will only benefit with a slight mill. The article is no longer there like it was, but go to the pictures 1 thru 27 it tells the story of the build. Hp and tq went up..Ole news. 4 to 8 cc's isn't much, bowl work would be about 4cc with the factory Bowls looking the way they do. If a ls3 as cast is 260cc

264 to 268 cc is a good on avg # for cleaning up of the Bowls and removing the as cast look of the runners. It looks ported but it's more like a clean up on isle 9 with the casting bumps removed in the runner.


https://www.motortrend.com/how-to/09...er-heads-swap/

 

KW - you are right, I should be more clear.

I did not mean not to mill the heads. I just meant do not port them. By all means, do a VJ and a bowl blend and a mill. Just don't hog the runners out, IMO.

 

Well....he was talking about a Texas Speed kit. My first set of heads on my Impala were ported by Texas Speed....definitely not a hogging out of the ports.

As a matter of fact, I'm pretty certain that they mostly just smoothed out the turns and retained the stock (of very near stock) intake port size.

KW