Sorry, should have been more clear, what size are the intake ports

 

the intake ports are the same as stock 243 heads port matched to the gasket and fast 90 intake, the valves are stock, with a serdi valve job

 

and it begins.

 

I understood that the cathedral ports are better for torque?

 

I just went with the L92 heads and L76 intake (essentially, LS3 heads and intake). The heads are cheap and the shop only had to do a little work on the ports to keep the compression ratio the same.
Combined with 1-7/8" long tubes, cam, 10% pulley, and a tune, I picked up about 100 rwhp and 70 rwtq (putting down 460 rwhp and 425 rwtq).
The L92/L76 combo is less than half the price of TF heads.
Unless you're doing something specific to need different heads, I would say that the LS3 top end is a great bang for buck mod with a cam and tune.

 

if you plan to do a cam swap in the future, the LS3 heads will reduce your piston to valve clearance and that can limit your choice of cams unless you plan to cut the pistons or change them.

 

progress of the original post.....

Glen, thanks for your input ! below is a progress report...

Cam install is this week, its a BTR Stage 1 223/230 115-LS, Double Springs, Push Rods, ATI Damper, Upgraded timing chain, BTR Trunnions,,,soooo,,, a before and after Dyno info will be posted when I get it...

In Jan-Feb 2016, the plan is,,, after lots of reading I will pretty likely stay with the stock LS2 heads and have TEA or Lingenfelter do the stage 2 port/CNC job,, go with bigger valves, good 3-5 angle valve job, I will increase the Compression Ratio and add the FAST 102,and I'm really mulling over adding Meth... very strongly considering adding meth,,,

With Meth, over 500 at the wheels is pretty assured... but without Meth if i hit 485-RWHP or so, I would be OK with that....

After that, I will see if I go stroker or Supercharger,,,



Base line dyno 362 TQ / 375 RWHP with Honker CAI, ported TB, Kooks 1-3/4, Hi Flow Cats, NXT Step catback

 

you do know that nascar uses LS2 heads unmodified and those engines get over 800 hp?

 

No I did not, but all the more reason to Port what I have,, I have been reading a lot of old posts and it seemed everyone throws the LS3 stuff on, but in doing so you get a loss of TQ.

Anyway, I'm staying the LS2 course

 

Are you talking about the K&N Series LS spec engine? If so, you are off by about 200 HP because it is more like 610. The guy that built my engines use to have have the contract. Roush Yates has had the contract since 2012 (I believe) and yes they build Chevy engines. Just by chance, I have a meeting with them this morning and will ask.

The NASCAR-Approved Spec Engine is an alternative for competitors in the NASCAR K&N Pro Series, NASCAR Whelen Modified Tour, NASCAR Whelen Southern Modified Tour, and NASCAR Canadian Tire Series. It is also an option for the NASCAR Camping World Truck Series at select tracks.

During the 2012 season over 350 Spec engines ran in competition across all the series and tours. Combined they produced 36 victories, 207 top-five finishes and 362 top ten finishes; with teams reporting an average annual cost savings of between 30-40% when compared to buying, maintaining and running “built” engine options.

The foundation of the NASCAR-Approved Spec Engine is a production GM LS2 block (6.0L / 4.000) with LS2 CNC ported heads. Fully assembled the 364 cubic inch engine weighs around 415 pounds and produces approximately 610hp and 500 ft-lbs of torque. It’s components come from many of the best aftermarket companies including:
•Edelbrock manifold and fuel pump
•JE Pistons
•Lunati crank (3.622 stroke) and rods
•Comp Cams camshaft
•Holley carburetor
•Quartermaster clutch, starter and bellhousing
•MSD distributors
•Clevite bearings
•Cometic gaskets
•Kooks headers
•etc…

The Spec Engine is not a “sealed” engine and NASCAR rules do allow teams to assemble, disassemble and rebuild the Spec Engine but no modifications to the components are allowed other than what is stated in the current rule books.