Calling all car guys/girls

[txg8gxp]

Ok, I now have some money to put into my GXP. First thing is exhaust. I'm looking for some input of headers. To go long tube or not, I'm sure I know the answer but here we go. I'm debating between long tubes or shorties. I love the sound of shorties, and can save about $400. I would hate to get shorties and then replace with LT's down the line.
Parts list so far is cold air intake, tune, full exhaust, shifter, suspension. With that list shorties would work fine, but I'm also planning on a cam or supercharger if not both. I have a LS3 6.2L and looking for about 600RWHP, much more and I dont think it would make a very good daily driver. Any opinions would be great. Thanks, Stephen.

[Double-O-Zilch]

Better to go long now than wish you had later. If the exhaust is going to be cut to fit shorties, it would be one more thing to deal with later. Obviously it would be easier to go from short header to longer but, you already know you want longer so just do it Steve!

[Gseclipse02]

if you want some good advice sign up on www.need2speed.com

[aquasport24]

Don't forget to get some nice RADAR.

[kkiel02]

Ive always been skeptical on aftermarket turbos/superchargers. In order to do them right(forged internals, etc) it gets expensive. Ive just seen too many engines blown from these to ever use one. Now if the car is boosted to begin with thats a different story. When I first bought the z I was debating turboing it but Im going to keep it stock. On the other hand my next rockcrawler(selling the one I have) will have a ls1 in it, as they(like most of the ls lineup) have alot of na potential. For your exhaust question though if you are thinking about that in the future I would just do it right the first time. Long tubes.....

[bullstedman]

pushing air takes different piston that are concave

[Gseclipse02]

Ive always been skeptical on aftermarket turbos/superchargers. In order to do them right(forged internals, etc) it gets expensive. Ive just seen too many engines blown from these to ever use one. Now if the car is boosted to begin with thats a different story. When I first bought the z I was debating turboing it but Im going to keep it stock. On the other hand my next rockcrawler(selling the one I have) will have a ls1 in it, as they(like most of the ls lineup) have alot of na potential. For your exhaust question though if you are thinking about that in the future I would just do it right the first time. Long tubes.....

as i see your point lots of people do half rigged jobs that cause this .... I work with Brothers Racing/ Big Valley Performance out of FL the people who spent the money have cars still running when you do a half *** set up you get what you pay for a car that wont last …. Last but not least the tune is very important don’t let some Joe blow who owns a shop tune it because he says he can do it pay the money to travel to a real tuner or fly one in. Lots of shops are tuning via remote desk top and I don’t like that to much… lots can happen in a split second

[Gseclipse02]

pushing air takes different piston that are concave

I believe the LS series main problem with boost isn’t the pistons it’s the cylinder walls being real thin and crack under pressure


Heck people have made 900+ on a LS1 good parts with the right tune will put you there

[Big_Pun]

you got my number call me, all previous info is bull. I worked as a mechanic for 4 years at a reputable perfomance shop building domestics, your engine (LS3) is solid and take some boost with no problem.

[saabtech]

from gm performance parts.com the ls3

The LS series of engines from GM Powertrain have broken new ground for efficiency and performance from a pushrod platform engine. The LS3 continues the engineering breakthroughs with revised cylinder heads featuring rectangle ports borrowed from the vaunted LS7. The heads feature 63 cc combustion chambers, 2.16-inch intake valves, and 1.59-inch exhaust valves. The camshaft features an aggressive .551-inches of lift on the intake side with less overlap (than the LS2) for even greater airflow and power. Rocker arms with a 1.7:1 ratio sit on top of the heads.
In the bottom end, the aluminum 6-bolts/main block features 4.06-inch bores and 3.62-inch stroke. A nodular iron crankshaft, powdered metal rods, and aluminum pistons (10.7:1 compression ratio)

from superchevy the ls9

Nestled inside the cylinder block is a forged steel crankshaft that delivers the LS9's 3.62-inch (92 mm) stroke. It features a smaller-diameter ignition-triggering reluctor wheel and a nine-bolt flange - the outer face of the crankshaft on which the flywheel is mounted - that provides more clamping strength. Other non-supercharged 6.2L engines, such as the base Corvette's LS3, have a six-bolt flange. A torsional damper mounted to the front of the crankshaft features a keyway and friction washer, which also is designed to support the engine's high loads.

Attached to the crankshaft is a set of titanium connecting rods and forged aluminum pistons, which, when combined with the cylinder heads, delivers a 9.1:1 compression ratio.

just interesting (the difference) be careful.