402 stoker iron block, tsp prc ls6 heads stg.1 with valve job,ms4, fast 90,90.Comp. will be at 11.1 .through longtubes with full 3in. true dualls. has all supporting mods pulley,85mm massair and all the other gooddies.this is threw a built 4l60e and 10 bolt.Let me know thanks!

 

I would guess 460 - 470 to be safe. THe cam is a bit small and the heads are a bit restrictive for max power. What kind of stall are you running?

 

I'll be running a 4000 stall from performance built I'm gonna order it with my tranny.Would it make a big difference if I switched to a stg. 2.5 head from tsp and should I use 5.3s or stay ls6 and thanks for the answer and who can sell me a good stroker cam or do I have to get it a custom. grind cam made.

 

id be looking at bigger bump sticks with a 402, alot of choices out there, your tranny and 10 bolt are certainly on borrowed time. HP range should be in the mid to high 400's all depending on tune, maybe higher because almost all the 402 engines I see run a 225cc head, bigger cam and mated to a th400/12 bolt combo. Which often is in the mid 400 range. I guss the big question is what size stall?

 

I would look at a custom grind. As for heads, look at a set that can take advantage of the bore size. I would go ETP, AFR, or 6.0 heads. They all have the 4.0 bore size available. It will allow for a bigger valve and a better combustion chamber.

Speed Inc spec'd my cam and it is set for my combo. I ran a T Rex last year in a 347. The new cam is a lot bigger and still a 347.

What are your goals and what will the car be used for? The 10 bolt is going to be very fragile along with the stock drive shaft. The trans will be the next weak link.

 

The MS4 will handle quite well in a 402, 6.0 heads a good cheap option opened to a 4.000 bore.
The tranny will crap, the driveshaft will be OK and the rear will handle it if you beef it up a little (TA girdle and some LCA with brackets to keep it from hopping). (I'm still on my 10 bolt with 600rwhp launches), just preload the thing.

Why does everyone think we build cars just for drag

 

Cause most of us do

 

why in the world wouldnt you get the L92 heads if its got a 4.0" bore?

 

my goal is to run mid to high 10's on motor and high 9's on the bottle and the car has full suspension k member qa1's bmr trak pack, lowers and panhard bar and subframes.A good bit of weight reduction and I don't have money for badass heads right know money is a little tight, should I stick with my ls6's or get some 6.0 heads whats the advantage of switching If I do.

 

Well now that we know your goals, obviously track so I'm gonna have to side with Steve B. and say you need a bigger cam, 6.0 heads will allow you bigger valves and unshroud them for more flow.

 

its pretty hard to beat the cost of L92's. $375 per head assembled. ofcourse you'll have to change the springs though. then get the L76 intake that comes loaded with fuel rail, 38lb inj.s, 90mm throttle body all for $475. no need to port those heads either, its basically an LS7 port but you might want to mill them as the comb. chamb.s are bigger then your LS6's. forgot what size they are.

 

so should I run tsp's stg.2.5 6.0 heads or ls6 stg2.5 heads and what size of valves should I use and what about patriots stage3 6.0 heads or ls6's they are pretty cheap?

 

a local guy (gman) is running the ms4 but with afr 205's with through a built 4,000$ 60e (which just died after 2500 miles) and 10 bolt and made 478 hp. oh, and he ran 11.2 @???

 

true,the l92s are very cheap but there is not much proven combos out there yet and the exhaust side needs alittle help in factory form.very few people want's to be the guinea pig when you can look at someone else's combo and see what works and what didn't. i'd say either the tsp or patriot heads would be a good combo with 2.055/1.6 valves and the chambers worked for a 4.0 bore.since you are after decent times at the track something in the 24x range with around 11:5 or more scr,dcr
in the 8.5 or higher range should get you some decent power on 93 octane.

 

thanks for your help guys.