Should I do a 408 or 454?
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Should I do a 408 or 454? I have a bare 6.0 block I know its not a vette but I've always wanted to hop up a truck and i hate diesel always loved how gas engines sound its an 02 1500hd 4x4 I want it to get up and go I plan on staying naturally aspirated what would be the cost difference between doing a 454 lsx and a 408? Like 2k?
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I have a bare 6.0 block I know its not a vette but I've always wanted to hop up a truck and i hate diesel always loved how gas engines sound its an 02 1500hd 4x4 I want it to get up and go I plan on staying naturally aspirated what would be the cost difference between doing a 454 lsx and a 408? Like 2k?
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Just my bias I suppose the 6.0 in it is going to be used for something else actually i mean even a 408 with some afr 245s would be pretty stout wouldn't it?
I have a bare 6.0 block I know its not a vette but I've always wanted to hop up a truck and i hate diesel always loved how gas engines sound its an 02 1500hd 4x4 I want it to get up and go I plan on staying naturally aspirated what would be the cost difference between doing a 454 lsx and a 408? Like 2k?
I've seen aluminum 402/408 LS2 short blocks for for $4,500 if you have a good LS2 block. Otherwise add cost if a block.
I've seen aluminum sleeved 454's for $7,500 which included a Gen IV block.
So between $2,000 to $3,000 difference depending.
While I'm a NA fan fir the coat the LSA Supercharger on the current 6.0 would be hard to beat hp per dollar. Given the weight of the typical full size truck, I'd want forced induction.
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I'd put TFS 225 ls2 heads on it for a truck 408, or ported ls6 would work well as well. For a 454 I'd put a tfs 235 on it. For a truck I wouldnt concern myself with power above 5500rpm.
Last edited by Bspeck82; Sep 28, 2020 at 09:42 AM.
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But yea, really depends on how far up the power band he would even be pushing it. I've been working with a friend on a non-LS based build of a 408. He stressed low-end torque, not expecting to exceed 5500rpm and 87 octane. We're using AFR 195cc heads. Should peak around 525ft-lbs at ~4k and over 475hp flywheel with the chosen valvetrain components (custom spec-cam). The torque curve will be amazingly flat from 3000rpm to 5500rpm (should make as much as 450ft-lbs @ only 2500rpm) and it will still pull to 6k (hp will be virtually flat from 5500-6k).
Last edited by 68Formula; Sep 28, 2020 at 01:02 PM.
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I think you meant under 5500rpm?
But yea, really depends on how far up the power band he would even be pushing it. I've been working with a friend on a non-LS based build of a 408. He stressed low-end torque, not expecting to exceed 5500rpm and 87 octane. We're using AFR 195cc heads. Should peak around 525ft-lbs at ~4k and over 475hp flywheel with the chosen valvetrain components (custom spec-cam). The torque curve will be amazingly flat from 3000rpm to 5500rpm (should make as much as 450ft-lbs @ only 2500rpm) and it will still pull to 6k (hp will be virtually flat from 5500-6k).
But yea, really depends on how far up the power band he would even be pushing it. I've been working with a friend on a non-LS based build of a 408. He stressed low-end torque, not expecting to exceed 5500rpm and 87 octane. We're using AFR 195cc heads. Should peak around 525ft-lbs at ~4k and over 475hp flywheel with the chosen valvetrain components (custom spec-cam). The torque curve will be amazingly flat from 3000rpm to 5500rpm (should make as much as 450ft-lbs @ only 2500rpm) and it will still pull to 6k (hp will be virtually flat from 5500-6k).
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For 7500 you should be able to build you a stout 408. You will be in it a couple grand for the rotating assembly, another thousand for machine shop labor, then heads and cam, valvetrain. It all adds up quickly.