3/8" Thick Mild Steel Header Flanges
Designed and made by 262 Plasma for the iron head 2.8, 3.1, and 3.4 engines. 1 3/8" round ports with no overlap into the ports with the primary tubes installed. Easy access to the spark plugs without removing the headers.
Using the latest GM revisions, our performance chips not only increase performance, but also enhance drivability. MAF cars will be updated to the MAP programming, allowing the restrictive MAF to be removed.
Dyno proven 5-6 hp at the wheels on a stock motor, you can be confident knowing these are not generic changes like you will find in the major company chips for these engines.
Revised Fueling and Spark, Increased idle RPM for smoother idle, quicker fan turn on times for more consistant engine temperatures, Option for EGR delete (off road use only), Your choice of Park/Neutral and In Gear Rev limiters, and Speed Limiter. Stock is a 4000 RPM limiter for Park/Neutral (Automatics) and 6212 RPM in gear.
All WOT-Tech chips come with LIFETIME free upgrades and changes. If we find something that improves upon the chip, we will update yours for free. If you decide you want to change something later on, such as EGR or shift points, we also do this for free. Custom Tuning is available if we have access to the vehicle, contact for pricing. Own our chip already and do more mods that require custom tuning? You won't have to pay twice for chip, just the extra time for tuning.
Note: Please include the 4 Letter code found on your stock chip. It is printed on a silver sticker.
Installation:
The adapters must be installed onto the stock memcal, and then inserted into the computer itself. Be sure that the chip on the adapter is across from the chip on the stock memcal. The stock chip should have a silver sticker over it.
Using the latest GM revisions, our performance chips not only increase performance, but also enhance drivability. MAF cars will be updated to the MAP programming, allowing the restrictive MAF to be removed.
Dyno proven 5-6 hp at the wheels on a stock motor, you can be confident knowing these are not generic changes like you will find in the major company chips for these engines.
Revised Fueling and Spark, Increased idle RPM for smoother idle, quicker fan turn on times for more consistant engine temperatures, Option for EGR delete (off road use only), Your choice of Park/Neutral and In Gear Rev limiters, and Speed Limiter. Stock is a 4000 RPM limiter for Park/Neutral (Automatics) and 6212 RPM in gear.
All WOT-Tech chips come with LIFETIME free upgrades and changes. If we find something that improves upon the chip, we will update yours for free. If you decide you want to change something later on, such as EGR or shift points, we also do this for free. Custom Tuning is available if we have access to the vehicle, contact for pricing. Own our chip already and do more mods that require custom tuning? You won't have to pay twice for chip, just the extra time for tuning.
Note: Please include the 4 Letter code found on your stock chip. It is printed on a silver sticker.
Installation:
The adapters must be installed onto the stock memcal, and then inserted into the computer itself. Be sure that the chip on the adapter is across from the chip on the stock memcal. The stock chip should have a silver sticker over it.
Using the latest GM revisions, our performance chips not only increase performance, but also enhance drivability. MAF cars will be updated to the MAP programming, allowing the restrictive MAF to be removed.
Dyno proven 5-6 hp at the wheels on a stock motor, you can be confident knowing these are not generic changes like you will find in the major company chips for these engines.
Revised Fueling and Spark, Increased idle RPM for smoother idle, quicker fan turn on times for more consistant engine temperatures, Option for EGR delete (off road use only), Your choice of Park/Neutral and In Gear Rev limiters, and Speed Limiter. Stock is a 4000 RPM limiter for Park/Neutral (Automatics) and 6212 RPM in gear.
All WOT-Tech chips come with LIFETIME free upgrades and changes. If we find something that improves upon the chip, we will update yours for free. If you decide you want to change something later on, such as EGR or shift points, we also do this for free. Custom Tuning is available if we have access to the vehicle, contact for pricing. Own our chip already and do more mods that require custom tuning? You won't have to pay twice for chip, just the extra time for tuning.
Note: Please include the 4 Letter code found on your stock chip. It is printed on a silver sticker.
Installation:
The adapters must be installed onto the stock memcal, and then inserted into the computer itself. Be sure that the chip on the adapter is across from the chip on the stock memcal. The stock chip should have a silver sticker over it.
Based on a stock 2000+ 3400 swap into a 5 speed Fiero, with the 1227730 ECM. All manual transmission setups should be a plug and play deal, while the automatic may need some tweaks to fine tune. 2000+ injectors and 55 PSI fuel pressure required.
4 Letter chip code for your stock chip is required. This can be found on the stock chip, printed on a silver sticker with 4 numbers below it. Please put this into the Additional Information field.
Please be sure to tell us if your dash is digital, so that we can use the correct ALDL code.
Feel free to contact us first for your application using the email link below.
Installation:
The adapter must be installed onto the stock memcal, and then inserted into the computer itself. Be sure that the chip on the adapter is across from the chip on the stock memcal. The stock chip should have a silver sticker over it.
Based on a stock 2004-2006 3500 LX9 with the 1227730 ECM, using a 3400 fuel rail, 2000+ fuel pressure regulator at 55psi, and 28# injectors. All manual transmission setups should be a plug and play deal, while the automatic may need some tweaks to fine tune.
4 Letter chip code for your stock chip is required. This can be found on the stock chip, printed on a silver sticker with 4 numbers below it. Please put this into the Additional Information field.
Please be sure to tell us if your dash is digital, so that we can use the correct ALDL code.
Feel free to contact us first for your application using the email link below.
Installation:
The adapter must be installed onto your stock memcal, and then inserted into the computer itself. Be sure that the chip on the adapter is across from the chip on the stock memcal. The stock chip should have a silver sticker over it.
Multec 2 style OEM 28# injectors are our go to for naturally aspirated builds. Drop in for 2000-2005 3100/3400 engines, or contact us for the connectors that can be cut/spliced onto your 1999 and older Multic 1 harness.
Multec 2 itself was a redesign to reduce the potential for cloggin that the older style were more suspectable to. Rated @ 55PSI. The 1999 and older engines used 43 psi, which equals ~23# injectors.
Sets will flow +-1% variance max.
Stock replacement specs, or custom thickness for your specific needs. 2.8-3.9l 60V6 engines available
91mm bore size for 2.8/3.1 engines
.040 for iron head
.060 for aluminum head
95mm bore size for 3.4/3.5 engines
.040 for iron head
.060 for aluminum head
.051 recommended for stock piston 3500 LX9 engines to optimize quench
101mm bore size for 3.5/3.9 VVT engines
.055 Stock
.040 for LZ4 to optimize quench
These SBC cam bearings are a direct replacement, and will spread the load across the entire cam journal, unlike the stock bearings. Bi metal to support the roller cam profile and the load of higher spring pressure associated with performance cams. Regular SBC cam bearings are not designed for roller cams with stiff springs, and will crush when used with stiffer than stock valve springs.
It has been brought up more than once, so to avoid confusion, the original bearings have 2 holes in one end bearing, while these do not. This hole is there for cams with a lobe for a fuel pump pushrod. We do not need this, therefore, we do not drill the bearing for it.
Each set has 2 inner and 2 outside bearings.
These SBC cam bearings are a direct replacement, and will spread the load across the entire cam journal, unlike the stock bearings. Bi metal to support the roller cam profile and the load of higher spring pressure associated with performance cams. Regular SBC cam bearings are not designed for roller cams with stiff springs, and will crush when used with stiffer than stock valve springs.
Teflon coated as an extra layer of protection for oil pressure loss. We run these in our race engines for what little they add to the overall cost of a build.
It has been brought up more than once, so to avoid confusion, the original bearings have 2 holes in one end bearing, while these do not. This hole is there for cams with a lobe for a fuel pump pushrod. We do not need this, therefore, we do not drill the bearing for it.
Each set has 2 inner and 2 outside bearings.
Since 2004, we have used tri metal bearings for everything as it was the best option available. Over the last couple decades, bi-metal has become the norm, with improvements being made along the way. Now, these bi metal aluminum bearings are considered to be almost as good as the tri metal for strength. That is good news, both for the price, and for anyone looking to build a high performance 60V6.
Headers can represent a sizable investment, so you'll want to keep them securely attached. In addition, exhaust leaks can cost you power and even cause damage to your vehicle. ARP has the answer, in the form of their stainless steel header studs. They're made from premium 300 stainless steel, which is rated at 170,000 psi tensile strength. That's much stronger than Grade 8 steel. These studs are also highly corrosion and heat-resistant, for long service under the toughest conditions, and they're polished to a mirror-like shine. This kit includes 12 studs, plus premium-quality washers and 12-point nuts.
Torque spec is 33 ft lbs
3/8" Thick Mild Steel Header Flanges
Designed and made by 262 Plasma for the aluminum head 2.8, 3.1, 3100, 3400, and 3500 LX9 engines. 1 5/8" round ports with no overlap into the ports with the primary tubes installed. Easy access to the spark plugs without removing the headers.
We cut the stock MLS exhaust gaskets into individual ports using tin snips when using these flanges. (not included)
Most, if not all of the flat tappet camshafts made for the 60V6 engines were designed for use on the iron head engines. This is fine for budget builds, with the Comp 260H grind being the overwhelming favorite for naturally aspirated use. What those cams lack however is valve lift, and open and close events better suited to the much improved flow of the Gen 2 and especially Gen 3 engines.
Based on our roller cam results for the same top end setups, these flat tappet versions work best with the Gen 3 SFI cylinder heads. If you have a complete Gen 2 engine, the RPM range won't be as high due to the limitations of the intake manifolds/airflow. That is another topic of its own but just be aware that a cam with a powerband over 6k RPM isn't going to make your Gen 2 have power to 6k where the Gen 3 top end would.
All of the cams listed work great with our stage 2 beehive springs. New flat tappet lifters are required and not included with this camshaft listing. Pushrod lengths should be measured once the new cam is installed to determine optimal length for lifter preload.
If you have specs you are looking to get, please fill out the form with those. Otherwise, the heads and application are enough for us to give you a recommendation. If you supply specs, we will verify with what we have available before making it happen.
Torque Cam
Designed for rock crawlers and anyone who wants the focus to be on bottom end power.
250/250 adv duration 206/206 @ .050 .433 / .433" Lift (1.5 rockers) .461" / .461" (1.6 rockers)
Street/Strip Cam
Our most popular roller cam, in flat tappet form. Expect power to extend to 6000 RPM and a smooth idle.
262/268 adv duration 218/224 @ .050 .462" / .477" (1.5 rockers) .493" / .509" (1.6 rockers)
High Compression Street/Strip Cam
A bit more cam compared to the non HC version, for use with stock iron head pistons and aluminum heads.
268/266 adv duration 224/217 @ .050 .488" / .443" (1.5 rockers) .520" / .472" (1.6 rockers)
Little Thumper Cam
A cam designed for a lopey idle but still usable on the street. Will lose torque and make up for it with power up top.
287/279 adv duration 235/227 @ .050 .489" / .479" (1.5 rockers) .522" / .510" (1.6 rockers)
Set of 12 Comp Cams lifters for Gen 1 and 2 flat tappet camshafts.
These High Energy hydraulic lifters from COMP Cams feature a patented, constant orifice-metering valve that precisely meters oil to the rocker arms. Continuous contact between the metering valve and the precisely coined bottom surface of the pushrod seat is maintained throughout the engine's rpm range, eliminating excessive oiling at high speeds. The pushrod seat is made of a special powdered metal iron alloy, heat-treated for strength and wear resistance. The longer piston is produced with through-hardened steel that provides more bearing surface and increased lifter longevity. These lifters have a lightweight check valve disk that allows for quicker response, resulting in increased engine speed before valve float.
Set of 12 Manley 4140 chromemoly steel retainers and machined keepers, made in the USA. 13% lighter than stock. Manley shaved the top of the retainer to be flush with the keepers, which gives more clearance between the retainer and the rocker arm. Titanium option available for more weight reduction on the valvetrain. Titanium retainers are not kept in stock, so please allow extra time for delivery.
Stock gen 2 rockers are stamped steel 1.5:1 non roller fulcrum or tip rockers. As stamped steel goes, they may or may not really be 1.5:1. These comp roller tipped rockers are stronger (8620 chromemoly steel) and much more precise than stock.. They were designed for the iron head setup, which you can use their rocker studs to get an adjustable rocker arm setup. For gen 2 aluminum head 60V6s, you can reuse your stock nut with a washer on top, on the stock stud and just torque it down.
Stock gen 2 rockers are stamped steel 1.5:1 non roller fulcrum or tip rockers. As stamped steel goes, they may or may not really be 1.5:1. These comp roller tipped rockers are stronger (8620 chromemoly steel) and much more precise than stock.. They were designed for the iron head setup, which you can use their rocker studs to get an adjustable rocker arm setup. For gen 2 aluminum head 60V6s, you can reuse your stock nut with a washer on top, on the stock stud and just torque it down.
We have purchased every available chain and none of them compare to the OEM quality of the MORSE chain. Nearly every other company uses the same chain Cloyes includes in their kit. It might be ok for a stock engine with stock valve springs and grocery getter use, but if you want something that takes a beating and doesn’t stretch in under 30k miles, this is the set you want.
Set Includes
Crank Gear
Cam Gear
OEM chain
Chain Damper
We have 2 spring seat options for the Gen 2 2.8/3.1 and Gen 3 3100/3400/3500 LX9
1.300” OD, .570” ID, .060” thick for our Stage 3 springs, and any other LS style spring.
1.510” OD, .570” ID, .060” thick for our Stage 2 springs.
The Stage 3 spring seats are a drop in fit, and keep the LS style spring centered.
The Stage 2 spring seats are a perfect springs, but with a 1.510” OD. This will fit most of the stock spring pockets, but some are a little too small. A machine shop can open them up, or with enough patience and skill, manually with a die grinder or dremel tool.
While we have the seats made for the Stage 2 springs available, the easier and more common option would be to use the stock seat/seal. We sell them under the Valve Seal listing, calling them Top Hat style. Please note, if any spring seat machine work to increase the spring install height is performed, the Top Hat style will not work.
Some other notes.
The seats for the Stage 3 springs work with the Stage 2 springs as well but won’t keep the spring perfectly centered to the valve like the seats made for them would be. If you have to cut the spring pockets to increase the install height, increasing the diameter for a few seats won’t cost any more.
This stock style of seat/seal does not fit the Stage 3 springs very well. Yes, you can force them in place but the added friction is not good, and we do not recommend this.
We have 2 options for LZ4/LZ9 heads
1.300” OD, .520” ID, .060” thick for our stage 3 springs, and any other LS style spring
1.300” OD, .520” ID, .060” thick for the double springs.
The Stage 3 spring seats are a drop in and keep the LS style spring centered.
The Double Spring look like the same spec due to the spring ID not being mentioned. These seats allow for the inner spring to stay centered, which keeps the whole setup centered.
We stock replacement press fit valve stem seat/seals and press fit seals for all the aluminum head pushrod 60V6 engines.
.500” ID for the LZ4/LZ9 heads
.520” for the Gen 2 and 94-99 3100
.553” 2000+ 3100 and all 3400/3500 LX9
Stock replacement seat/seal combo is recommended for stock builds, Stage 2 springs on the .520” and .553” heads. Stage 3 springs on the .500” heads.
Press fit is used for aftermarket seats such as those for using stage 3 springs on the .520” and .553” heads, or double springs on the .500” heads.
All seals are Viton for best performance and durability.
These premium-grade Pro series flywheel/ flexplate bolts from ARP are forged from aerospace alloy and heat-treated prior to thread rolling and machining. They feature an exclusive, flat 12-point head design and a larger-than-stock shank diameter for increased strength and improved register.
UHL is .800"
As the crankshaft flexes, the damper absorbs incredible amounts of energy. This damper bolt kit from ARP will ensure that your balancer is locked into position. They feature a 1/4 in. thick wide-area washer and an extra tall 12-point head that accepts a deep socket to eliminate the fear of stripping the head.
Torque to 100 ft lb with ARP Lube, 115 with Loctite, or 125 with 30 wt oil.
ARP rod bolts/nuts for the 60V6 2.8, 3.1, 3.4, 3100, 3400, and 3.4 DOHC connecting rods. These are an excellent upgrade for the money, especially when compared to the cost of new stock replacement rod bolts. Cutting the rod caps and resizing the big end is required.
A premium grade 8740 alloy chrome moly steel is used to manufacture ARP® High Performance connecting rod bolts. This material is heat-treated to provide a tensile strength in the 200,000 psi range, which is substantially stronger than the OEM bolts. Cycle testing shows ARP® High Performance rod bolts to be nearly five times more reliable than stock bolts
Strengthen your bottom end with this high quality parts from ARP. Kit includes washers, studs, nuts, and ARP moly lube. From experience, we have not found align boring/honing to be necessary with these studs. Please check your clearances before final installation to be certain the same holds true for your build.
Torque spec is 80 foot pounds when using the ARP moly lube (included). For non windage tray use, such as 2.8/3.1/3.4 iron head engines and 2.8/3.1 MPFI aluminum head engines.
Kit includes
8 ARP studs
8 ARP washers
8 ARP 12 pt nuts
1 pack of ARP lube
No results match your search. Try removing a few filters.
