DaleMX

Yea Mike I would be disapointed too. Like you said, the Darts are on their way, and AFR 205 are expensive, but proven performers like 450 to 470 RWHP. Tony M. has tweaked them and so has Pat G over on LS1Tech. Those guys are also running 90mm TB's with ported Fast Manifolds. Big bucks. You might call TEA and ask Brian if he can rework you heads. He has done that in the past with good success.

78 280, I'm in.

Here's the thread go about 6 posts down to Pat's post. http://www.ls1tech.com/forums/showthread.php?t=250905&highlight=stock+exhaust+cam+power

Phantom, the stock 5.3 heads will hurt performance as the valve size is too small for the 5.7 LS1. I had mine ported and larger valves installed. The smaller chambers will yield around 11:1 when all is said and done, but the LS1's seem to like them. Your porter should be able to give you the low down on them. I also have dual valve springs (Comp cams 977's), titanium retainers and locks, hardened pushrods, and Yella Terra 1.7:1 rockers (I think about 275 bucks). I think the heads cost me about 1,600 bucks. While I had the cam out and heads off, I replaced the oil pump with a ported one from Thunder, and also did the dual timing chain upgrade, and new Comp Cam lifters. I think that cost was around 700. Then the LS6 intake I got was damaged so I ended up paying 60 bucks for it and fixing it. Of course all that HP needs a stage 3 clutch to hold it, so tack on a new flywheel and spec stage 3 clutch (chatter chatter). 75 bucks for the flywheel on ebay and 325 for the clutch from thunder. With the smaller dia headers you might not get good scavaging, but I believe that there is a cam out there that addresses this issue and still makes really good power. I'll search LS1tech for it and post it later.

Phantom, I thought you had Sanderson's. I know the Sanderson's I got were 1 3/4". If your at 1 1/2 you gotta step up to 1 3/4 and true dual 2 1/2" or 3" for that cam and heads or you'll be loosing out big time.

Been there, done that! It's awesome isn't it! Forget the neighorhood, crank it up! I did and to my suprise about half of my block told me how good it sounds! That blew me away.

Phantom, the 98 heads have a different bolt pattern for the valve covers, and the mount for the coil brackets is different. Lower LSA develops power a little lower in the RPM range and idle gets worse with it as you get lower. I'm running Stage II 5.3 heads and the TR230 (LSA 110). Tunning is the key with cam and heads for sure. I battled mine, but finally got the tune just right. Be carefull with heads, some of the cheaper LS1 heads are sporting 225 or larger intake numbers and that will hurt your low end torque. I agree with Mas and am really happy with the 5.3 heads The extra compression is not a problem with 93 octane gas. I run a little rich, and my timing is 28-30 with no knock. It screams. IF you go this route, you will need to get coil packs and valve covers.

My car is a 1978 280Z and is located in Alpharetta, Georgia. The engine is a 1999 LS1 and the transmission is a T56. I want to improve the suspension, the interior, and then the body. In that order. Hope you do well with your project!

If you can hear your radio then you need a bigger cam, heads, and some magnaflows that dump before the axle. Then you can truly experience the real joy in life.

But it's so much cheaper to do it yourself when your dealing with synthetic oils. And I dont like the oil filters that those change out places use. I always use NAPA gold (Wix) filters and Walmart bought Mobil 1. Total is usually under 30 dollars.

Nice work on the exhaust system. Really clean looking install, that will be really nice when you get finished!

Now that I have one I must say it's totally different. I vote no.

Didn't work for me either, windows said it was corupt.

Oh yea, mine didn't reach either, but when we got it close I jacked up the tranny and extended the load leveler to it's max and from there we were able to push it in.

Well I finally broke down and got a welding/cutting torch of my own. Tanks, tips, regulators, cart, hose's, goggles, and gloves for about 500 bucks.

Here's the rails with the NutSerts installed. You can see where I had to cut the flange and move the fluid line support.

I couldn't measure the tunnel, the tranny is just too big for me to get up in there. All I did was cut off the ears and left the support. I also had to clearance by the backup light switch on the passenger side and at the reverse lockout selonoid. I used my BFH. Also, there were some flanges on the rails that I had to saw off to get John's mount to fit. Here's a view of the 280 tunnel just after the engine came out.

Look's like an owl with a halloween costume on. My how festive.

I agree, I used a big mesh type filter before the fuel pump, but I made the mistake of using an Earls sintered bronze final filter at the engine. Today @ the 1127 mile mark I had to replace it cuz the car was falling flat on it's face. I need to identify a good compact inline paper element filter that can withstand the 58 psi the LS1 runs at. I know I'll need to replace the filter again next month, so that is the time to put on a different one. Edit: Thinking about this one from Jegs. http://www.jegs.com/webapp/wcs/stores/servlet/CategoryDisplay?catalogId=10002&storeId=10001&categoryId=12547&parentCategoryId=10293&langId=-1

I don't know about the tunnel in the 240, but I just took off the mounts and left the tunnel support on my 280. When I get home today I can try to measure mine if you like.

I sold 20 or 30 different items on ebay and 3 of them sold for more than I paid for them. It is amazing what people do when they are caught up in the passion of bidding. I guess you can liken it to driving, such as having to stay ahead of someone and speeding or making an *** of yourself doing it, it's just a macho thing I guess, or pure stupidity.

I agree with that. One thing I will say though is that I found the LS1 an easy engine to work on. No rocket science, and no Indian head, just O-rings, with the exception of the heads which use a compound gasket material. Comtec makes a re-useable gasket but it's expensive. One other advantage. If you look at the LS1 from the end you will see the engine is deeper than a SBC. That is from raising the crankshaft out of the oil pan. Also the way the lifters are setup can make them difficult to deal with because you have to remove the heads to get to them. The stock ratio on the rockers is 1:7 and the oil pump is in the front of the engine and is run by the crankshaft. Alot of work has been done to eliminate friction loss in the LS1. It is truly a high tech engine.

Not to mention the stock heads flow like crazy (my stage 2 heads flow over 300 @ .580 lift), the computer has so many functions that tunning can be done to every aspect of the engine. It weights about 80-100 lbs less than a SBC. 11:1 CR is ok on 93 octane. There are no gaskets, just O-rings that are re-useable. The stock engine makes gobs of torque and has a very wide powerband. The stock bottom end is good for 6,400 rpm. With ARP rod bolts it's good past 7,000. Edit, spelling correction.

How much money do you think that setup will cost? Stock LS1 with a good cam, LS6 intake, and headers = easy 400 RWHP. With heads 450 to 475 can be done. It weighs about 100 lbs less and is fuel injected. Just my 2 cents worth.