js_silveradoSS

Its a good used LPE GT2-3 cam with 10 k on it. This is a good all round cam in N/A but exelent for boost! It fits all LS based engines. 207/218 DUR 571 IN./ 578 EX. 118.5 LSA. No pix yet, still in motor. The lifters were new when cam was installed. Ill take $285 + shipping. Here is a link to LPE sight on the cam: http://www.lingenfelter.com/store/l210085297.html

I am gana put my L92 in my truck soon and am getting stuff together before i do it. It will have the L92 intake with factory 90 mm TB. I have read that the TAC moduel wont opperate the 90 mm TB properly or plug in. I heard of that X-wire but have not been able to find it anyware or find a part # . How do i make this setup work with my truck?

I had the exact same problem! Turn hard and it would rub! Hammer got it close. I used washers in the front diff mounts to push toward the passenger side. I had diff out to fix a seal leak anyway. It fixed it. Never rubbed again. Dont ya just hate the plug wire on cyl 7 & 8 with those headers!!!

U can go ether way. Its more cost effective to buy heads that are done than to buy heads and have them done. Its also a matter of what u want to get out of the truck (HP) and how much $$$ u want to invest! I wound go aftermarket heads. They have done all the testing on that design and what it is able to make (HP).

Its all in what ur looking for. If u want an aggresive Idle u want a LSA of 112. Smoothn idle LSA 117.5. I got a LPE GT2-3 for sale. 207/220 dur. 571 in / 578 ex LSA 117.5. Its a good all round cam espesilay if u run boost.

At $2 k it better be gold plated when u get it back !!

Their is no need to go vacume modulated. Yea, Z packs suck. Its a glorified dodge A 604 clutch linning on one side. wears out very very fast. I have seen a few output shafts explode on a few of them. It wouldn't be a bad idea to run a 300m shaft. One of the Things that make these trans last is a Fast shift not nessarly a hard shift. I have a built trans in my truck and i have had it in use for 4 years and 40k!! I did have it refreshed before i put it in my new truck , but it didn,t need it. Old truck ( std cab long bed 4x4) it was in made 485 hp (13.6 @ 95 mph w/ 1.980 60 fts). I was not nice to that trans every day of its life. Shifted better than stock under normal driving. WOT is Quick and firm.

My 3200 rolls too. Also, what aconverter stalls up to depends on the HP in the engine. My 3200 only goes to 2600 with my stock motor . When it was behind my L92 (485HP) it went to 3000.

I would go PI. I've seen more failures out of yank than PI. PI offers their converters in 9.5 in and u can get any stall u want. (ex: 2600 stall 9.5 in converter) The PI also comes with 1 free restall. Price is all in what u want. They offer single disc, 3 disc, and 5 disc lock-up converters. My 3 disc was around 950. I cant remember the exact price.

$4800 shipped. Last chance then im parting out cam and heads and building it bigger and MEANER for my ss.

It is an 11 in converter that yank has in the 2600 range. 12 in is stock size. if u have them side by side ull notice the slight size difference. As far as the part # on it i dono on that.

Yank means u will be YANKING your trans out after it takes a dump on you. Their coustomer service sux too. Had problems out of a NEW Yank. No Lock up. Checked Trans. NOTHING!! Put stock converter in and it worked fine. Sent to yank. Checked it and said nothing was wrong, charged for a refresh and sent back. Tried in different car and same problem!!! They wanted to charge me again!!! Sent converter to different place and found out that where the seal rides from the input shaft was made too big! I will never use Yank again after that.

Yea, sounds like u broke the fwd sprag. All that is holding in low 1 is the Over-run clutches. Their is a double cage element sprag that replaces the stock sprag. It helps prevent the elements from rolling over. I belive its the best one out their, but its still cant take excesive Rolling 4th to 2nd kickdown abuse. In 4th the sprag over-runs. When u kick it down it SLAMS the sprag into locked position. Thats what rolls the elements and twists the element cage. Best thing to do to save it is to pull it into manual 3 and then punch it.

112 lsa will have a aggresive idle. How bout a 224/230 .571 in. .578 with 114 lsa. comp cam 54-444-11. I am gana use that with a set of L92 heads. U will still need a little more stall. 3000 is a good area for the heavy SS.

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If their is a DTC in computer it will go to MAX line pressure. ex. 1870 Trans component slip / 0300 missfire detected. That will cause it to shift hard. Does it take off in 2nd? If it does it could have a Solenoid bad or somthing like that. If it goes first and second It is probaly 3/4 clutches like said above. Very common for 4l60E / 4l65E.

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price reduced to $5000 oBo + freight shipping. i had it over priced

I had a 6.2L in my standerd cab long bed 4x4. Had a week cam and it made 485 hp @ crank. 13.6 @ 95 mph. It even got good mpg if i stayed out of it. I changed the reluctor so it would run with a older computer. I had about 8K in the build. Traded truck for real SS. Engine in the for sale sec if interested.

Sorry, not parting out. Selling as long block.

Up for sale is my 6.2 L. I dont know what it originaly came out of but its an 08 and has 10K on it. I retrofited it with the 24x reluctor wheel and relocated the knock sensors to the side of the block. It will work with old style computer (98-05). It is set up to be run in a truck but pan can be changed and will fit any LS based car. It has a LPE GT2-3 cam 207/220 dur , 571/578 lift and degreed +2. Comp cam 918 springs micropolished. It made 485 hp. With a bigger cam it could make 550 hp easy.. Im asking $6500 oBo + freight shipping.