Thats pretty kick ass.
Then I will share everything I come across and hopefully we can help each other out.

LS3 heads flow alot better than the 317 castings I'm using. With the right cam and intake set up you will absolutely annihilate me. From what I understand its like comparing AFR 185 heads to 225 heads. I asked about them in LS1 tech. They arent that hard to get ahold of either but I had already bought the intake and its meant for the cathedral port heads not the rectangular port like your planning on. The good thing is that with the 6.0's 4" bore we do have the choice of using the best Gen 3 heads or moving up to Gen 4 heads.

As far as the difference between the rods (And I double checked so I dont put out any wrong info here) is that the early LQ4's up till 04 all had pressed pins and 05 and later LQ4 and all LQ9's have full floating pins. I'm repeating all of this from people I have spoken with who build these engines and from posts on LS1tech. According to them with the 6.0 it doesnt matter if the rods are pressed or full floaters. The full floating pins are traditionally supposed to be able to withstand more RPM. EVERYONE I have talked to on the subject says if you plan to run high RPM's to just use ARP on the end caps and you shouldnt have any problems. They said they have never heard of anyone having problems with the pressed pins at high rpm. So I apologize for omitting that tid bit,.. but I'm still of the opinion that its an irrelevant fact considering neither shortblock can hold more HP (Or RPM) than the other with out issues. Its like comparing a stock 302 shortblock to a fully forged 302 factory block. The factory block will take a shit long before either rotating assembly does.

And sorry my car is holding up the works,.. but I asked him about painting my car back in Nov. Even though I didnt get it to him until Jan. It was a lot of work getting the car stripped and ready for him to paint. He told me when I dropped it off he figured maybe the end of March. I figured early April. But with other issues that have come up,.. I'm guessing late April. Which is ok with me,.. I'm in no real hurry. It gives me time to port these heads and detail the piss out of the engine to get it ready to drop in when I get my car back.

You should post up and at least get some details out there. I think its bad ass that you are doing one too.
What k-member and tranny are you planning to use?
Sounds like you will have one bad ass ride for sure. Mine is going to serve daily driver duty so there is only so much I can do. The suspension will be targeted toward handling with stiffer coil overs all the way around, torq bar and panhard bar on the back as well. That is more for my wife than me. If I had my way it would be sitting 2 inches higher with big and littles on the car LOL. She wants to run the car at Sebring and different Auto-X courses so its up to me to make sure it can do that safely. At the moment I still have drums on the rear. I will be flushing out the system and going with a DOT5 synthetic fluid. Hopefully the 13" Cobra calipers and ceramic pads will be enough. They came from her 96 Cobra and that car did very well on the road course. She could run lap after lap and never complained about brake fade so hopefully the lack of disks on the rear doesnt compromise it on the road course or I will definitely be swapping discs to the rear.

Give me a call if you run into any problems. If I cant help, everyone I know runs Chevy motors. I'm the black sheep among my family and friends running a Ford. So I can definitely get you in touch with someone who can help you.

Hurst