View Poll Results: Which is the better setup?
Le3 LT4 355
3
9.09%
Le3 LT4 383
30
90.91%
Voters: 33. You may not vote on this poll
Le Set up....
01-24-2007, 12:22 PM
#22
Originally Posted by Meen95z
Is that 10's n/a keeping away from upgrading to a new computer cause the rpm you'll be running? I dont not want to throw $2300 in a xfi or dfi computer.. And those heads flow 295 cfm..
01-25-2007, 05:33 PM
#24
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Originally Posted by ulakovic22
I personally have not seen a production LTx head flow much more than 280. I think that if you dump some big 2.08/1.62 valves in there you might see around 285-290, but when you put those on the motor they will be shrouded a little. If you want to build a max effort motor a TFS head would be better esp on a 383.
close in potential flow. The biggest difference IMO is the thicker deck on the TFS and AFR heads. Very good for boost or spray.
01-25-2007, 10:09 PM
#27
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the more opinions I get the better.. Do you guys recommend the 4 bolt main conversion as a must? And I wasnt building a 9sec n/a ride, so I think the heads will be ok for my goals...
01-25-2007, 10:22 PM
#28
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http://68.115.33.28:5005/forum/showthread.php?t=9
Here is from Lloyd himself.
This makes me doubt myself on a 383 with his LE3 package with stock heads. It makes me wonder if I should be going with TFS heads. At the same time that would require me going and getting some new castings, which I dont want to do.
Another porting company offers TFS heads ported, and there is not much of a price swing compared to the LE3. I am leaning towards 383 because I would think it would be more street friendly.
Here is from Lloyd himself.
This makes me doubt myself on a 383 with his LE3 package with stock heads. It makes me wonder if I should be going with TFS heads. At the same time that would require me going and getting some new castings, which I dont want to do.
Another porting company offers TFS heads ported, and there is not much of a price swing compared to the LE3. I am leaning towards 383 because I would think it would be more street friendly.
Last edited by 97LT1; 01-25-2007 at 10:37 PM.
01-25-2007, 10:51 PM
#29
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Damn, there's some good reading in all these posts, here and camaroz28. I can tell you that in the process (still in process 
) of building my 383, I went in to it knowing that despite all I'm doing I'd be lucky to get over 430RWHP. I'll agree with just about everyone on here that you should opt for more cubes and the LT4 heads will do nothing but help you get where you want to be.
But really, you need to decide your end goal and at the same time try not to set yourself up for failure? If the goal is to have a street-able yet powerful setup, I'd say you're on the right track but shooting for the 500RWHP mark N/A is well beyond what you've mentioned, much like Lloyd was saying.
Good luck my friend and keep us posted!
Kyle
) of building my 383, I went in to it knowing that despite all I'm doing I'd be lucky to get over 430RWHP. I'll agree with just about everyone on here that you should opt for more cubes and the LT4 heads will do nothing but help you get where you want to be.But really, you need to decide your end goal and at the same time try not to set yourself up for failure? If the goal is to have a street-able yet powerful setup, I'd say you're on the right track but shooting for the 500RWHP mark N/A is well beyond what you've mentioned, much like Lloyd was saying.
Good luck my friend and keep us posted!
Kyle
01-26-2007, 03:38 PM
#32
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Originally Posted by Meen95z
My goal is low 11's all motor and mid to low 10's on spray.. And have it streetable..
I dont know if I can get there with stock LE3 castings via 383. If I dont It wont break my heart, but it was something that I would like.
01-26-2007, 07:25 PM
#33
I'm running low 11s n/a with a 383 and LT1 castings and a small cam, so your goals are very doable...Its a street car that I can drive anywhere and still get 20 mpg on the highway and all accessories a/c, etc are still there...Raceweight is 3600-3650...
Its all in the combo...I love the 383 because you can make good power without spinning it to the moon...I shift at 6300...The devil is in the details of your combo...You have to match your cam/heads, stall, and gears...I think where most people fall short is too much cam requiring more rpm to make power than the gears will allow at the end of the track, and not enough stall (most converter companies suggest stall speeds of around 500-700 rpm below torque peak of the motor)...Do your research and look at those with a combo that would fit your needs and have fun...
--Alan
Its all in the combo...I love the 383 because you can make good power without spinning it to the moon...I shift at 6300...The devil is in the details of your combo...You have to match your cam/heads, stall, and gears...I think where most people fall short is too much cam requiring more rpm to make power than the gears will allow at the end of the track, and not enough stall (most converter companies suggest stall speeds of around 500-700 rpm below torque peak of the motor)...Do your research and look at those with a combo that would fit your needs and have fun...
--Alan
01-26-2007, 11:33 PM
#34
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With a 383 Le3 Lt4 setup what kind of cam and stall would be a combo with the heads? The 3.73 will change when I got the money for the 12 bolt too.. I currently have a cc306 cam..
01-27-2007, 01:24 PM
#35
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Originally Posted by Meen95z
With a 383 Le3 Lt4 setup what kind of cam and stall would be a combo with the heads? The 3.73 will change when I got the money for the 12 bolt too.. I currently have a cc306 cam..