Max H/C/I/V set up or $1500ish more for 440CID resleeved LS shortblock?
 

So, I am thinking about getting the best of the best aftermarket heads, cam, intake, lifters, roller rockers, etc. After putting together a list, I am probably around $1500 away from a Darton sleeved LS 454 shortblock (4.185 bore x 4.125 stroke) and new cam.

My thoughts:
SHORTBLOCK
If I am not happy, new HCIV is way easier than a new motor.
All heads are now options.
Sky is the limit. The motor can't get any bigger.
Will probably have close to the same HP, but more TQ

HCIV
If I am not happy, I have to get a new shortblock. That is a lot more work than HCIV.
All shortblocks will be options
Could go forced induction, if I want. Very doubtful.
I will likely be happy with the results of this.

SO..

What is your opinion and why:
- Best of the best heads, cam, intake, and valvetrain for around 470RWHP?
OR
- Darton LS 454 and a new cam with my stock LS1 heads, LSX 90, and 1 7/8 headers?

Problem with those choices is the Ls1 heads will not be a good choice for compression. You'll either have to build the bottom end to get compression down or deal with overly high compression until you do new heads.

Generally I would say if you are already thinking displacement do the bigger short block. To help with getting a moderate compression ratio and not ending up with massively dished pissed ons, maybe get a pair of 317 heads cheap. Or a pair of L92 heads and a ls3 intake. Then when you save up, you can get the top end you want.

If you end up in the low 12's for compression you can cam to bring DCR into range and daily drive on pump gas. Alternately, if E85 is readily available, then use the stock Ls1 heads, but you will be married to E85 until you build the new top end.

Is your Sig the current set up? 1999 Trans Am - Stock shortblock, heads, water pump, shocks, and springs, S60 4.10 rear

Your TA has an excellent rear end, that's capable of handling the big torque that goes with the LS 440. My tame 416 blows the tires away with 4.10's and 1st is sort of useless. If you go LS 440 it might be worth considering a gear change at some point.

I'd go with LS 440 and top the idea top end as time and money allow. LS3 top end is pretty affordable. $500 cores and $1,000 for one of the top shops to breath a little CNC love on them.

HCI LS1 / LS6 are fun and a good choice but the bigger LS's are a lot of fun to drive :)

Arizona Flex-fuel (E54) is at a station that I pass everyday. I intend to have a Flex-fuel sensor and tune so I can run any combination of Ethanol.

stock ls1/6 heads will choke the crap out of a 440. Better off getting stock ls3 heads and an intake and "sacrifice lowend" since the 440 will have stupid lowend anyways.

I also have a mini-tub kit that will be going on. I am planning 345/40r17 drag radials. If I have traction issues, then I will have to think about a gear change.

New heads will be out of the budget. That will easily add another $2k considering heads will also mean valvetrain and intake.

I wouldn't bother with the 440 then. Take the money and go boosted on the current motor.

I am by far not the most knowledgeable in this forum, and I know it isn't a listed option, but my old school Vortech supercharger is putting me a tad over 500 RWHP. So for the money and ease of install, why not go FI?

I need long life too (that's why I am stopping at 4" stroke). I don't like FI on a motor not designed for FI.

That's simply not doing enough research. Plenty of ways to keep a stock LS alive, and thats assuming you don't pick up a 5.3 or 4.8 dirt cheap. I never saw a power goal, but anything under 600whp is easy on an LS.

I don't want FI. I'd want an NA car. Just personal preference.

Sell your running LS1 engine and do a 416 with LS3 heads/intake/cam. Problem solved. Resleeved stroker motors trying to make big power n/a are expensive undertakings.... Ask me how I know ;)

I understand, not everyone wants to go fast and have better driveability :jest:

Go 440.
Sell your current parts like the engine heads, intake and run stock LS3 heads and intake for now. You can find them for a low cost and they work well. Have the LS3 heads cleaned and check and be slap them on.
That will give you remove to grow and that way you do not have to start all the way over if you want to go bigger one day. If you get the MAX top end for a LS1 that might restrict you later on a bigger engine.

Right! lol You could turbo it and replace the engine whether it needs it or not every winter for the next 10 years and still spend less then the 440ci woodoo engine that's gonna struggle to make what a 5.3L on 15lbs makes.

OP not to further emphasize the point, having seen your other threads, but logically boost is the better option. Stock motor with a good, conservative tune and moderate boost will get you where you want to be power wise very reliably.

Personal anecdote, as shown by the sig I went big cubes for a few personal choice reasons. Brother in law threw the Huronspeed turbo kit on a stock 346. Granted my cam is too big, but his is more streetable, gets better gas mileage, was easier for the tuner and cost half as much...oh I made 1 more hp on the dyno (but less torque).

I'd have no qualms about boosting my SS one day and that's my daily.

Big cubes are cool and unique, I'll give you that and say I like having a 454 in a street car. But if you're going to do the 440 just bite the debt bullet temporarily and at least put some economical LS3 heads on there so it's not choked off. Or see if you can save money elsewhere by going with say, an LS3 based 416 (4" stroke) rather than a resleeved motor and then put decent heads on the 416.

Slight change in thoughts.. Since the Darton sleeves are longer than stock, it seems that a 4.125" stroke is perfectly safe. So... 4.185" bore X 4.125" stroke for a 454 CID short block.