408 Guys
408 Guys Im looking at doing the 408 lq9 from TSP, not sure on what cam or heads im doing with the package just yet. Was wondering what number some of you are making to the wheels and the set up you have. I will be doing a N/A high compression or at least that's what I have my mind set to at the moment. Looking to get 500-600rwhp out of this in a 1999 Camaro SS M6.
Just seeing what some of the set ups are and the numbers you guys are making. Here are a few pictures so its not so boring to look at
Just seeing what some of the set ups are and the numbers you guys are making. Here are a few pictures so its not so boring to look at
Power levels really depend a lot on the overall combination. We've seen slap together combos make 475rwhp & we've seen combos go near 550rwhp. Really depends on the combo & the components surrounding the engine. I personally really like the PRC 237cc heads if you want to stay cathedral. They are proven performers, infact they moved the most air of any cathedral heads tested in the Hot Rod magazine head shootout!
__________________
Jason
Co-Owner, Texas Speed & Performance, Ltd.
2005 Twin Turbo C6
404cid Stroker, 67mm Twins
994rwhp/902lb ft @ 22 psi (mustang dyno) www.Texas-Speed.com
Jason
Co-Owner, Texas Speed & Performance, Ltd.
2005 Twin Turbo C6
404cid Stroker, 67mm Twins
994rwhp/902lb ft @ 22 psi (mustang dyno) www.Texas-Speed.com
Power levels really depend a lot on the overall combination. We've seen slap together combos make 475rwhp & we've seen combos go near 550rwhp. Really depends on the combo & the components surrounding the engine. I personally really like the PRC 237cc heads if you want to stay cathedral. They are proven performers, infact they moved the most air of any cathedral heads tested in the Hot Rod magazine head shootout!
TECH Addict
Joined: Sep 2009
Posts: 2,481
Likes: 5
From: PA/MD
Never had it on a dyno, but I have beat several sport bikes in my 04 GTO with my 408 
12.5:1 compression,255/263 .624/.624 115lsa cam, ported/ milled 241s (yes my original stock heads), Edelbrock proflo xt intake manifold, 60lb injectors and fully forged bottom end. Full cut is set at 8,000 for now, but might raise it after getting on a dyno to see where the power drops off.
Idled decent at 850-900 rpms
Hope to get it on a dyno this spring with the new rear/chassis/ 3 speed manual
12.5:1 compression,255/263 .624/.624 115lsa cam, ported/ milled 241s (yes my original stock heads), Edelbrock proflo xt intake manifold, 60lb injectors and fully forged bottom end. Full cut is set at 8,000 for now, but might raise it after getting on a dyno to see where the power drops off.
Idled decent at 850-900 rpms
Hope to get it on a dyno this spring with the new rear/chassis/ 3 speed manual
Never had it on a dyno, but I have beat several sport bikes in my 04 GTO with my 408
12.5:1 compression,255/263 .624/.624 115lsa cam, ported/ milled 241s (yes my original stock heads), Edelbrock proflo xt intake manifold, 60lb injectors and fully forged bottom end. Full cut is set at 8,000 for now, but might raise it after getting on a dyno to see where the power drops off.
Idled decent at 850-900 rpms
Hope to get it on a dyno this spring with the new rear/chassis/ 3 speed manual
12.5:1 compression,255/263 .624/.624 115lsa cam, ported/ milled 241s (yes my original stock heads), Edelbrock proflo xt intake manifold, 60lb injectors and fully forged bottom end. Full cut is set at 8,000 for now, but might raise it after getting on a dyno to see where the power drops off.
Idled decent at 850-900 rpms
Hope to get it on a dyno this spring with the new rear/chassis/ 3 speed manual
im finding that out lately lol ive got right over 9200 to spend
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Joined: May 2008
Posts: 537
Likes: 1
600 rwhp is a lofty goal for a pump gas 408, 550 would be more achievable.
I vote for the ported LS3 style heads - you really don't need FAST for LS3 heads and can save a lot of $$ by picking up a used intake/injectors/rails off E-Bay for around $300 or so.
I vote for the ported LS3 style heads - you really don't need FAST for LS3 heads and can save a lot of $$ by picking up a used intake/injectors/rails off E-Bay for around $300 or so.
Last edited by COPO9560; Mar 5, 2012 at 08:42 PM. Reason: typo
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sounds like a sick set up any videos of it on the track or street?
I have a build trans and full umi suspention at the moment only thing I dont have that I really need is a rearend but ill be easy on the new motor for awhile and put some miles on it that should give me time to save for a nice 9 inch or 12 bolt
9 inch. With the torque arm setup and the amount of torque the 408 puts down, you will start deflecting the case on a 12 bolt and in no time the gears will start to make noise.
TECH Addict
Joined: Sep 2009
Posts: 2,481
Likes: 5
From: PA/MD
I had 3" dual exhaust with an X pipe, then after the X pipe it was basically two strait peices of pipe going the rest of the way out under and just on each side of the the stock irs center section with the small 3" Dynomax bullet at the back.....with the new setup I'm not sure how I'm exactly going to run it.
I atribute a lot of the characteristicts the the engine to the intake (It's basically a cast version of a sheetmetal intake) with the 4,000 stall I was running it was VERY streetable and pulled all the way up to my 8,000 fuel cut.
As of right now it still all torn apart in the garage and this past weekend was the first time in over 4 months that it has been sitting back on the floor by itself without jackstands or blocks holding it up.
Now it has a full tube chassis, 10 NHRA legal cage, Ford 9" solid axle and 4 link, custom front double wishbone and coilover front suspension, moved the engine back 11"s, 3 speed manual swap, 4.56 gears and tucking 31-18.5 15s on custom 18" wide 15s under my custom full widebody.
Last year the car weighed in at 3665 with me in it and this year I'm shooting for a 2,500-2,700 pound race weight and still be able to daily drive it.
I can't wait to drive it again!
I atribute a lot of the characteristicts the the engine to the intake (It's basically a cast version of a sheetmetal intake) with the 4,000 stall I was running it was VERY streetable and pulled all the way up to my 8,000 fuel cut.
As of right now it still all torn apart in the garage and this past weekend was the first time in over 4 months that it has been sitting back on the floor by itself without jackstands or blocks holding it up.
Now it has a full tube chassis, 10 NHRA legal cage, Ford 9" solid axle and 4 link, custom front double wishbone and coilover front suspension, moved the engine back 11"s, 3 speed manual swap, 4.56 gears and tucking 31-18.5 15s on custom 18" wide 15s under my custom full widebody.
Last year the car weighed in at 3665 with me in it and this year I'm shooting for a 2,500-2,700 pound race weight and still be able to daily drive it.
I can't wait to drive it again!
I had 3" dual exhaust with an X pipe, then after the X pipe it was basically two strait peices of pipe going the rest of the way out under and just on each side of the the stock irs center section with the small 3" Dynomax bullet at the back.....with the new setup I'm not sure how I'm exactly going to run it.
I atribute a lot of the characteristicts the the engine to the intake (It's basically a cast version of a sheetmetal intake) with the 4,000 stall I was running it was VERY streetable and pulled all the way up to my 8,000 fuel cut.
As of right now it still all torn apart in the garage and this past weekend was the first time in over 4 months that it has been sitting back on the floor by itself without jackstands or blocks holding it up.
Now it has a full tube chassis, 10 NHRA legal cage, Ford 9" solid axle and 4 link, custom front double wishbone and coilover front suspension, moved the engine back 11"s, 3 speed manual swap, 4.56 gears and tucking 31-18.5 15s on custom 18" wide 15s under my custom full widebody.
Last year the car weighed in at 3665 with me in it and this year I'm shooting for a 2,500-2,700 pound race weight and still be able to daily drive it.
I can't wait to drive it again!
I atribute a lot of the characteristicts the the engine to the intake (It's basically a cast version of a sheetmetal intake) with the 4,000 stall I was running it was VERY streetable and pulled all the way up to my 8,000 fuel cut.
As of right now it still all torn apart in the garage and this past weekend was the first time in over 4 months that it has been sitting back on the floor by itself without jackstands or blocks holding it up.
Now it has a full tube chassis, 10 NHRA legal cage, Ford 9" solid axle and 4 link, custom front double wishbone and coilover front suspension, moved the engine back 11"s, 3 speed manual swap, 4.56 gears and tucking 31-18.5 15s on custom 18" wide 15s under my custom full widebody.
Last year the car weighed in at 3665 with me in it and this year I'm shooting for a 2,500-2,700 pound race weight and still be able to daily drive it.
I can't wait to drive it again!
if i were to do it over again id go 12.1 compression and tfs 235's fast 102/102 my set up it went 11.5 leaving in second gear with my th400 (17's wouldnt hook in 1st)
should do 10.9 or better when i do a little suspension work and gears
should do 10.9 or better when i do a little suspension work and gears
yeah im running through a m6 so I should be 10s for sure with full umi stuff
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Joined: Aug 2008
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TECH Addict
Joined: Sep 2009
Posts: 2,481
Likes: 5
From: PA/MD
I'm in the middle of finishing my full cage and tube chassis in my goat and moved the engine back 10"s, so after I get it together we will see...I'm shooting for 50/50 or slightly more towards the back, and 2,500-2,700 lbs....when I first got the car it weighed in at 4,100 lbs
