I'd love to step up to some All Pro, TFS/TEA, or other similar aftermarket castings. The consensus seems mixed as to what the gains from those are over a good CNC port on the L92's though, so I'm trying to decide the best path...
On the clutch, it can be done either way. In talking to Monster, the LT1 twin has a lower moment of inertia than a normal single disc pressure plate. Given that, the clutch will have a feel (in terms of momentum to launch the car) that falls between a steel and aluminum single-disc setup. So the lightweight twin would feel really light in that sense. Given that TOW is a pretty heavy car with me in her, I don't think the lightweight setup is the way to go...
Sorry to hear that yours is still having trouble! Electrical gremlins are the worst, so I'm glad I haven't really had any of those with TOW. Hopefully you can get everything sorted before the season starts out there for you west coast guys!
You don't need to buy any fancy aftermarket head for your goals, ported LS3's will easily support 650+ hp.
Do yourself a big favor.....talk to the machine shop and have them port and smooth the oil passages in the engine block where the oil pump mounts to the block and the front 90 degree drilling that intersects the rear oil galley going to the rear passages to the oil filter ports. Check the oil pan and filter passages and port and smooth these passages too. The oiling system on the LS motor flat out SUCKS! for extended high RPM operation. The 2.00" rod journals are fine....that is the size of the original Small Block Chevy......worked well for many years with a good multistage dry sump system.....rod/main journal sizes can be further reduced as NASCAR has done to minimize oiling system power losses by reducing oiling system demands but, you had better have a good engineer helping with system design. NASCAR made 900HP 9000+RPM motors last for 500+ hard miles of racing with small Honda/IRL rods.....typically 1.88" journals. Frankenstein cylinder heads has one of the better LS3 CNC programs at this time but, don't know how backed up they are for deliveries.....if going aftermarket it's hard to beat the TFS head or MAST LS offerings.
I appreciate that... I can say the person answering the phone was very nice, and she even remembered me from one of my earlier calls because apparently I was very "polite" to her...
I appreciate that... I can say the person answering the phone was very nice, and she even remembered me from one of my earlier calls because apparently I was very "polite" to her...
He said to call back Monday after 9:30.. Hope you get it taken care of.
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If it ain't buckin, chirpin & makin all kinds of bad noises, then I ain't happy
Accelerating is optional...........stopping is mandatory. Your car WILL stop one way or another.
I just typed up a huge reply with the events of the week, and somehow I lost it!!!
Sigh... I'll try again.
First, a quick followup on WCCH. Dave did call me Monday, so I think the message got through to them. He was able to answer most of my questions and apologized for the delay. So thanx for the help there...
I'll break up my other pieces of the story to make sure I don't lose them again...
Brian Hobaugh SCCA National Tour June 2014
First Hemi 'Cuda Convertible Ever Built
Short clips: Goodguys Pleasanton autocross and pit videos
I just typed up a huge reply with the events of the week, and somehow I lost it!!! 
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