@4th Gen Camaro Addict wrote:Again Phil......................I think that only Mike Carnahan will be able to clarify all of this to us.
You are right, Mike is the remaining ultimate authority on the matter. Somebody should give him a call and clarify these remaining questions.
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GMMG PHASES & RATINGS
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35thanniversaryphil
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4th Gen Camaro Addict
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@35thanniversaryphil wrote:@4th Gen Camaro Addict wrote:Again Phil......................I think that only Mike Carnahan will be able to clarify all of this to us.
You are right, Mike is the remaining ultimate authority on the matter. Somebody should give him a call and clarify these remaining questions.
Email sent to Mike.
You are right, Mike is the remaining ultimate authority on the matter. Somebody should give him a call and clarify these remaining questions.
Email sent to Mike.
I remember when they were doing the ZL1 that because I owned the Berger ZL1 they really wanted me to buy one. I was trading emails with Billie who worked at GMMG. My response was they did not have enough hp for me to get excited. I finally sent them a long email that simply said "427 427 427 427" about 100 times. Matt responded and said if I could get 10 other guys to sign on for 427's they would build them. I think in short order I had about 8 guys signed up and Matt had found others. Then I signed on and bought the # 3 car.
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35thanniversaryphil
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4th Gen Camaro Addict
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LateBrakeU2
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Just a quick :twocents-02cents: - Matt never referred to any of the cars as "Phase 1", but instead base packages. The disparity between H.P. ratings on the P2 cars was the result of R&D. Circa 2002 were the 435 versions, and over time they went up from there-like P2X6R(the "6" was for LS6 heads) with full ARP. I owned a P2X blackbird that was upgraded in 03,and it was a 475 H.P. rating. Mike will tell you "he blew up more motors than anyone" they made some pretty wicked motors there back then. Anyone that visited GMMG would remember the pretezeled driveshaft that was mounted on the wall in the dyno room.
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Mike@Vengeancepcm
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Guys I have had many questions over the years about all the different Phases and what they meant. So here is a basic Break Down.
Originally myself and Billy (William Lawler) worked for Matt and I was in charge of all Phase 1 and Phase 3 cars. Billy was in charge of Phase 2 cars until he left after the ZL1 project. When Billy left I then took over the Phase 2 engine setup and that is when the IIX, IIX6 and IIX6R packages came to be.
Phase I 380HP All the boltons, 3:73 rear standard, ASP Pulley, Whisper CF Lid, 180 Thermo, CNC ported Maniforlds, Chambered Catback, Whistper MAF ends,
Phase II 435HP (380 RWHP) All of the phase 1 stuff PLUS 224/224 Camshaft, Ported TB, CYL Heads Milled for Compression, 918 Valvesprings, Headers either TTS or Dynatech at this time, Spark plug change, 4:10 gears, ALL PHASE II 435 Cars were built/tuned by a William L. aka Billy
Phase IIX 475HP (430 RWHP) The difference in this setup was Bigger Camshaft and 5.3L Heads done by TEA and hand polished by Brian Tooley. I did experiment with Camshafts so there is really no telling what you have but more than likely its either a 228/230 or a 230/232. The heads were then Fully CNC ported with larger valves and upgraded springs, Heads Milled 30, some later P2X cars started to get Kooks headers Built/Tuned by Mike Carnahan
Phase IIX6 500HP (440-450 RWHP) Same as above Except the use of TEA LS6 Heads. Increase in power about 10-15 RWHP Built/Tuned by Mike Carnahan
******Now ZL1 cars did have LS6 heads but they are not PHASE IIX6 cars. They are Phase II cars built by Billy with LS6 heads. They do not have CNC work or hand blending but are milled. He did change the Camshaft from the 224 to slightly larger Duration.
Phase IIX6R 525HP (450-475 RWHP) Same as IIX6 but the Pistons were Flycut to allow for the biggest Camshaft Possible, The Heads have even more attention since we flowed so many sets these were the top 10% of the Phase IIX6 heads, Best of the best at the time, Upgraded Timing Chain This was a $1000 option through GMMG Built/Tuned by Mike Carnahan
Phase III (500 RWHP avg.) C5R 427 CI, JE Pistons, Oliver Rods (the good ones), Callies Crank, Camshafts were selected and installed by Robert Racing, the heads were also CNC by Roberts Racing, If cars did not make the power I was incharge of changing the Camshaft or setting the proper degrees Built/Tuned by Mike Carnahan
Phase IIIX (525-540RWHP) When I reworked the Phase II package after the ZL1 project I also reworked the Phase III package and took over this from Robert Racing. This is how the Phase IIIX package came to be. I took over CYL Heads and we started to use our own. Not only were they cheaper they were better. I also did all the Camshaft selection. Instead of a one size fits all I would select the Camshaft for the application. Auto or 6 spd. Gear and Driver if we knew them at all. I did alot of testing here with different stuff.
Phase IV 427 C5R SOLID ROLLER (600+++RWHP 7000+++RPMS) Only built one Grumpys Toy. My own car ZL1 #69 Complete SR Valvetrain and Heads, Custom Made Wilson Sheetmetal Intake, Different Inj and fuel pump setup
Phase V 454/455 Rated 680HP (550-600+++ RWHP) Different Bore and Stroke to achieve 454/455 CI, These were more one off but I did do a handfull of them. Maybe 8 total. Camshafts were BIGGER all Custom (no 2 alike), 90MM TB and some even got FAST 90MM Intakes or Wilson Intakes were opened up to accpet 90MM, Heads were either AFR or Trickflow, AFR on the Older then moving to Trickflow, Built/Tuned by Mike Carnahan
There are a ton of small little details that I am leaving out but this post would be 5 pages long. Hope this helps clear the air a bit. If you have any specific questions just let me know.
Originally myself and Billy (William Lawler) worked for Matt and I was in charge of all Phase 1 and Phase 3 cars. Billy was in charge of Phase 2 cars until he left after the ZL1 project. When Billy left I then took over the Phase 2 engine setup and that is when the IIX, IIX6 and IIX6R packages came to be.
Phase I 380HP All the boltons, 3:73 rear standard, ASP Pulley, Whisper CF Lid, 180 Thermo, CNC ported Maniforlds, Chambered Catback, Whistper MAF ends,
Phase II 435HP (380 RWHP) All of the phase 1 stuff PLUS 224/224 Camshaft, Ported TB, CYL Heads Milled for Compression, 918 Valvesprings, Headers either TTS or Dynatech at this time, Spark plug change, 4:10 gears, ALL PHASE II 435 Cars were built/tuned by a William L. aka Billy
Phase IIX 475HP (430 RWHP) The difference in this setup was Bigger Camshaft and 5.3L Heads done by TEA and hand polished by Brian Tooley. I did experiment with Camshafts so there is really no telling what you have but more than likely its either a 228/230 or a 230/232. The heads were then Fully CNC ported with larger valves and upgraded springs, Heads Milled 30, some later P2X cars started to get Kooks headers Built/Tuned by Mike Carnahan
Phase IIX6 500HP (440-450 RWHP) Same as above Except the use of TEA LS6 Heads. Increase in power about 10-15 RWHP Built/Tuned by Mike Carnahan
******Now ZL1 cars did have LS6 heads but they are not PHASE IIX6 cars. They are Phase II cars built by Billy with LS6 heads. They do not have CNC work or hand blending but are milled. He did change the Camshaft from the 224 to slightly larger Duration.
Phase IIX6R 525HP (450-475 RWHP) Same as IIX6 but the Pistons were Flycut to allow for the biggest Camshaft Possible, The Heads have even more attention since we flowed so many sets these were the top 10% of the Phase IIX6 heads, Best of the best at the time, Upgraded Timing Chain This was a $1000 option through GMMG Built/Tuned by Mike Carnahan
Phase III (500 RWHP avg.) C5R 427 CI, JE Pistons, Oliver Rods (the good ones), Callies Crank, Camshafts were selected and installed by Robert Racing, the heads were also CNC by Roberts Racing, If cars did not make the power I was incharge of changing the Camshaft or setting the proper degrees Built/Tuned by Mike Carnahan
Phase IIIX (525-540RWHP) When I reworked the Phase II package after the ZL1 project I also reworked the Phase III package and took over this from Robert Racing. This is how the Phase IIIX package came to be. I took over CYL Heads and we started to use our own. Not only were they cheaper they were better. I also did all the Camshaft selection. Instead of a one size fits all I would select the Camshaft for the application. Auto or 6 spd. Gear and Driver if we knew them at all. I did alot of testing here with different stuff.
Phase IV 427 C5R SOLID ROLLER (600+++RWHP 7000+++RPMS) Only built one Grumpys Toy. My own car ZL1 #69 Complete SR Valvetrain and Heads, Custom Made Wilson Sheetmetal Intake, Different Inj and fuel pump setup
Phase V 454/455 Rated 680HP (550-600+++ RWHP) Different Bore and Stroke to achieve 454/455 CI, These were more one off but I did do a handfull of them. Maybe 8 total. Camshafts were BIGGER all Custom (no 2 alike), 90MM TB and some even got FAST 90MM Intakes or Wilson Intakes were opened up to accpet 90MM, Heads were either AFR or Trickflow, AFR on the Older then moving to Trickflow, Built/Tuned by Mike Carnahan
There are a ton of small little details that I am leaving out but this post would be 5 pages long. Hope this helps clear the air a bit. If you have any specific questions just let me know.
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daytonajim
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You're awesome! This will clear up all the confusion. Thanks so much. Jim
Dick Harrell # 9, 18 (Organic Green) #27 (Vic Edlebrock's) - Bobby Labonte Blackbird #38 - Johnny Benson Berger SS #72 - PE Brickyard PR1 (red) - DHPE#4 Brickyard - silver - DEI #54 - 3 of 4 'real' 2000 Daytona 500 GTP Pace Cars
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4th Gen Camaro Addict
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Mike....................thanks so much for "chiming in". 
I knew that Billie Lawler built my engine in my Phase II ZL-1 because he also included a book with my car detailing some of the engine information. When the car was delivered to me in May of 2003 at the Berger ZL-1 Special Delivery it ran pretty rough and was hard to keep it running particularily at idle. When I took it back to the Berger Chevy Show that fall (September of 2003) Billie just happened to be in attendence at the show and had his laptop with him and I told him about my problems. He took my car and plugged his laptop into it and did some "tweaking" on the tune of my engine and improved it approximately 85% over what it was. 
I knew that Billie Lawler built my engine in my Phase II ZL-1 because he also included a book with my car detailing some of the engine information. When the car was delivered to me in May of 2003 at the Berger ZL-1 Special Delivery it ran pretty rough and was hard to keep it running particularily at idle. When I took it back to the Berger Chevy Show that fall (September of 2003) Billie just happened to be in attendence at the show and had his laptop with him and I told him about my problems. He took my car and plugged his laptop into it and did some "tweaking" on the tune of my engine and improved it approximately 85% over what it was.