Finally got all the new parts for my Gen1 engine upgrade and thought I'd share the pictures. I decided it can't breathe enough air to make the horsepower and revs I want, so everything's going bigger.
1. AFR195comp 74cc vs Edelbrock Performer 60cc heads
2. Edelbrock Victor EFI vs MPFI TBI conversion intakes
3. Holley 1000cfm (4x45mm) vs 454 750cfm (2x52) throttle bodies
4. JBA shorties vs Hooker 1 3/4 long tube headers
5. Vortech V2SQ vs V7YSi chargers

I also have 33cc dish forged pistons which with the heads will put me at 7.5:1 cr (I want to run on regular unleaded), NOS carb plate, installing a 244*/244* @.550 112LSA roller cam, and upgrading my after cooler. When it's all in, I'll post more pictures. I think it will breathe now. Is anyone interested in this Gen1 stuff or should I leave it to the LS crowd?

 

Added a few more that wouldn't fit on the first post. I might add the 4L80e and Ford 9in are also in the future. Any comments?
1. View of a 33cc dish
2. Almost straight to the head.
3. NOS carb vs TBI plates
4. 12 rib pulleys

 

Should run good but a couple things I noticed. The compression is very low for a centrifugal on the street. Affects the throttle response and cruise areas. Mileage also can be affected as the cylinder stays pretty cold at cruise. And I prefer a wider lsa with blower motors, and usually more exhaust duration (depending on the head flow). But it's still going to run good.

Jody

 

Jody, thanks for your observations. The 7.5:1 is a bit of an experiment. I have been running about 8.3:1 with 25*-27* advance on 91 octane at 11psi. I want to push more advance with more air (maybe more boost, I don't know with a more free flowing engine) and 87 octane.
Throttle response is no problem, with a 4k stall the engine currently flashes to 4500 rpm and 9 psi with no lag. I'm also looking to push my usable rpms higher, I don't care much about under 3k rpm.
Mileage is not a concern for me, right now with it over rich, I get 8 mpg.
You might be right about the 112 LSA and overlap, I'm just going with my cam makers advice.
Regarding exhaust duration, I think split duration cams are part marketing gimmick and part compensation for a catted, small-tube, resticted exhaust. If it was really needed, head manufacturers would offer a bigger exhaust valve (with a smaller intake valve). I'm going large-tube, dual, free-flow muffler. It will be loud and unrestricted.
Of course, this is all theory until I finish the upgrade.