You read the title, most likely going to do an mild engine swap into my 88 GTA over winter. Nothing overkill, and yes I plan on keeping my 700R4 and 9 bolt, so I want this to be within reason.

My idea:
L31 Shortblock http://sdparts.com/details/gm-factor...parts/12556121

L31 Heads http://sdparts.com/details/gm-perfor...parts/12558060

Eddy Vortec Base, that i'll port to what my existing TPIS one is.

Then i'm thinking of a 272xfi, obviously the heads will hold the power back a little, but I dont mind.

And i'll keep my full MSD ignition, Hooker 2460s, 2.5" ypipe, 3" exhaust, SLP CAI, Highly Ported SLP Runners, Highly Ported Plenum.

You get the idea.

I'm hoping this combo can throw me in the 320rwhp range.

Your thoughts would be great!

 

Ur stock tpi manifold wont work because of the different bolt pattern on vortec heads. Idk what u could to fix but u could get a HSR for vortec heads.

 

Please dont post without reading.
I said that i'll have to get an edelbrock vortec base to replace my TPIS one. Plus my stock tpi system is long gone, I have tpis / slp now.

 

Wrong cam.
Call COMP and order an 08-000-8, 3306 / 3052 -112

 

What's with with the 272? Then when I do a probuilt 700R4 and 9 bolt next winter all I have to do is add a nice set of afr's and i'll be making great power.

 

For what you would spend on the Vortec heads, plus the matching base, plus the machining on the heads to accept that much lift, plus springs that'll fit and accept the lift, you could almost buy the AFR heads.
Why do all that? Get the RHS ProTorker Vortec heads, install back-cut, swirl-polished, undercut-stem valves, plus taper the exhaust guides and polish the exhaust ports, then order a 3014 / 3036-112 cam. Instead of AFR heads, get your base and runners Extrude-Honed.
The 272 is too much for long-runner TPI anyway.

 

Listen to this man

 

Im sorry, I just searched Comps website and found no 272xfi. The list jumps from 268 to 280. Am I missing something? Atilla knows his engines. I would take his advice very seriously. Then again, you want to throw in a huge cam, go for it. You have to drive it, not me.

 

I'm taking everyones advice very seriously.
I've got a friend in town with an L31 that he's going to machine and throw in an Eagle Rotating Assembly. He's also on this forum, so we're going to sit down and discuss things.
Thanks Atilla for chiming in. Hopefully once this engines built I can start a swap thread, just for those who are interested to see what the L31 will put down.
I'll keep you guys posted on cam specs and the valvetrain.

 

I must admit that ever since I printed out ALL of COMP's lobe specs, I don't bother looking up the shelf cams any more. In the XFI, there are 274-degree intake lobes, for both flat and roller, so I just assumed COMP had changed the numbers yet again. They have a nasty habit of doing that, but since it doesn't seem to really hurt anything, I just go with what I have.
In a roller, an XFI274 is a 224, and that's too much for long-runner TPI on a 355. Non-roller, the 274 is a 230, and that's even worse.
But as ASE doc pointed out, you're the one who has to drive it, not us.
If you want more mid-range, at the expense of low rpm and top end, then combine 224/236 with a really tight lobe sep, oh wait, that's a Thumpr. 227/241-107. You'll need aftermarket EFI to make the most of it, as stock GM computers just won't do, no matter what custom chip you come up with.
Look, if you're gonna use L31 heads, whether you get porting or leave them alone, choose intake lobes that are advertised as having no more than 0.480" lift with 1.5:1 rockers, then use 1.50:1 rockers. If you want 1.6:1 rockers, choose a 0.450" cam. But that's a poor approach to take. Still, no matter how much machining you do to the heads to accept more lift, you'll still get best results by keeping actual intake lift below the stall point of the intake ports.