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I've seen a number of new builds hit the page so figured I'd reshare mine. Perhaps it will help shed some light on what's possible with decent parts and an experienced engine builder. Crazy thing is the builder feels like we can make a solid 50+ more HP with increased compression and RPM (would need aftermarket block to meet durability)
My past 408 was a strong runner but being iron and adding a 4l80 made my car feel like a tank. The goal of the new build was to save weight by going back to an alum block and utilize a 4.1 bore to take advantage of the strong square port head market. It will be street driven so target peak power was 7500 and had to be run on 93 pump gas. I was fortunate enough to grab one of the last ERL sleeved 5.3 blocks before they pulled the plug on their business.
On a 3rd party independent engine dyno with a carb it made 830HP @ 7500, peak torque was 626lbs @ 6200 rpm. Target shift point will be ~ 8100/8200. Recently swapped to Holley Dominator EFI so tuning is underway.
Here's the parts list and pics. Some info I either don't have offhand or is witheld bc of engine builder ERL sleeved Gen IV aluminum block (additonal machining/ build by Bammann Racing Engines)
Brodix BR7 heads (porter casting) CNC'd by FED 2.25 Ti intake and 1.614 exhaust
Callies Compstar 4" crank (from 408 build)
Callies Compstar 6.100 rods (from 408 build) Diamond custom pistons (compression is >11:1 but less than 13.5:1
Solid roller cam by Straub Technologies (specs witheld) Crower stainless shaft mount rockers
Huge *** Trend 7/16" pushrods Morel Black Mamba lifters PAC Racing Springs Melling oil pump CID 4.0 intake & Accufab 4500 throttle body
Moroso 3 vane vacuum pump & Meziere elec water pump
Custom fuel system by Bammann w/ Aeromotive fuel pressure regulator & Bammann fabricated mount
Also has Squash Performance dual Walbro 450 in tank fuel pumps -6 & -8
Custom flexible steam vent kit by Bammann Racing Engines
Oh, oh oh! That's EXACTLY how I want to mount a vacuum pump. Where did you get the brackets and crank pulley?
Call Bob at AEI CNC and ask for the LS vacuum pump bracket. It's not listed anywhere on his website. And be patient because he's busy and turn around time is a bit slow. http://www.aeicnc.com/
Sorry, I misread, I thought that was a GZ vacuum pump. How well has the Moroso been holding up for you?
Moroso makes great pumps, its one of the few Mfrs my builder uses. There's one other he recommends but is really high end and $$$$ (name is escaping me).
Very nice build. How much timing were you able to get out of it on the pump gas - 23 degrees? Also how much more power does this one make than your old 408 with the cathedral heads?
Very nice build. How much timing were you able to get out of it on the pump gas - 23 degrees? Also how much more power does this one make than your old 408 with the cathedral heads?
Thanks, yes timing was right around 23/24* Once the car is track ready I plan to hit a bunch of rentals and will see what nets the best ET.
The prior 408 likely made ~650/660HP at the crank but was out of breath by 6400 rpm thanks to a FAST intake. The new powerplant is ~175HP more assuming it'll top out around 8k rpm.
Killer build for sure. One question, is it common to see 2" headers with 3" collectors and 3" exhaust im assuming? Was this purposely done? I kinda always got the impression at the level of 2" primaries, that 3.5" exhaust goes hand and hand. Curious at which point each one would depend on the other so to speak.
Killer build for sure. One question, is it common to see 2" headers with 3" collectors and 3" exhaust im assuming? Was this purposely done? I kinda always got the impression at the level of 2" primaries, that 3.5" exhaust goes hand and hand. Curious at which point each one would depend on the other so to speak.
I had 1 7/8 headers w/ a 3" Y pipe. I later upgraded to 2" headers for my 408 and had ARH make em with 3" collectors to match my Y. It very well could be robbing some HP, not to mention I'm still using Mufflex single 4" with a tailpipe! I may look to change up the exhaust down the road but for now it stays.
Did you run the 4.0 or 4.5 CID intake. Was it out of the box or worked over? Tried an out of the box ls3 CID and things went - ok - but not as happy with it as I hoped. The vic jr is back on and running just as fast, just getting down the track differently.
I have a 429 build going and plan on using a short tunnel ram but will be trying the CID 4.5 on the dyno for kicks.
That is some pretty strong numbers for what you have there on pump gas, dished pistons, no power adder and the timing on 23-24 degrees. Then you say your engine builder says he thinks they can get 50 more horsepower. No offence what so ever but I would have see that to believe it, because it makes no sense. May be some Ferry dust on that combo but definitely on that dyno. The track will tell the tale for sure because everyone knows a dyno can be manipulated. Not trying to be a Debbie downer here sorry, just very hard to believe.
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The 830HP pump gas 434 that could 
