LS3 Crate Engine - Cylinder Heads and Camshaft

The exhaust port is a standard LS D port, so your LS1 headers should work.
The LS3 head uses 1.7:1 rocker arms and beehive springs. Note that the intake rockers are offset to get the pushrod boss away from the intake port path. The head also uses a 15-degree valve angle as opposed to the standard Gen I 23-degree angle-the idea being, the less the valve angle is, the straighter the shot into the cylinder.
The LS3 head uses 1.7:1 rocker arms and beehive springs. Note that the intake rockers are
Check out the huge 2.165 intake valve. The combustion chamber is 70 cc, giving the LS3 a 10.7:1 compression ratio, or you can use this CNC-ported LS3 head with a 68cc chamber.
Check out the huge 2.165 intake valve. The combustion chamber is 70 cc, giving the LS3 a 1

The days of flat-tappet camshafts in factory small-blocks are gone. The factory cam has 204/211 degrees at 0.050 and 0.551/0.522 lift. The LS Hot cam has 15 additional degrees of cam timing on the intake and 17 degrees on the exhaust and has 0.525/0.525 lift.
The days of flat-tappet camshafts in factory small-blocks are gone. The factory cam has 20
The LS3 intake is not like anything from the past. The injectors flow 40 to 41 lb/hr at 58 psi.
The LS3 intake is not like anything from the past. The injectors flow 40 to 41 lb/hr at 58
Although you could use a factory harness from a...umm...wrecked Corvette or new Camaro, the best bet is the LS3 controller harness from GMPP. The downside is that it won't control the transmission like the factory harness, and so far, it is plug-and-play only. If you are running a manual transmission and a GMPP cam, you'll have everything needed to get the car running.
Although you could use a factory harness from a...umm...wrecked Corvette or new Camaro, th

The LS3 uses a drive-by-wire throttle body, so there is no cable. The solution is an electronic accelerator pedal assembly that plugs into the harness and does the job.
The LS3 uses a drive-by-wire throttle body, so there is no cable. The solution is an elect
The controller kit takes care of the coil-near-plug ignition system and the timing curve. If you choose to use a carburetor, there is a separate controller from MSD that is also available with a GM part number to run the coils. All the LS3 variants use the 58X reluctor wheel on the crank to trigger the ignition.
The controller kit takes care of the coil-near-plug ignition system and the timing curve.
The oil pan used to be the big problem for LS swaps. In the past, you'd have to cut up an F-car pan to get an LS engine into your Chevy or buy an expensive aluminum aftermarket pan. Now GM offers a muscle car pan for just such a swap, but it is a production Hummer H3 pan that might be too deep for most muscle cars unless the engine is raised to move the sump.
The oil pan used to be the big problem for LS swaps. In the past, you'd have to cut up an

GM is also involved in solving the accessory drive issue. In the past, you'd have to cobble something together from eBay parts. The GM offering is a Y-body front engine accessory drive (FEAD) that has proven to fit most muscle car-era Chevrolets. Because truck, F-body, and other LS-based offsets are different, this kit requires a Y-body balancer as well.
GM is also involved in solving the accessory drive issue. In the past, you'd have to cobbl
The savior here is Edelbrock. It offers an LS-retrofit kit that includes the engine mount adapters, headers, and a complete exhaust system with mufflers and tailpipes for early Camaros and Chevelles. Our kit is for the '64 to '67 GM A-body.
The savior here is Edelbrock. It offers an LS-retrofit kit that includes the engine mount
Since there is no distributor hole to access the oil-pump drive there is no way to pre-lube the engine before startup. Engine Quest sells this air tank with a hose and adapter so you can pressurize the engine with up to 100 psi of air pressure.
Since there is no distributor hole to access the oil-pump drive there is no way to pre-lub