View Poll Results: LSX454 or LS7
LSX454
8
40.00%
LS7
12
60.00%
Voters: 20. You may not vote on this poll
2002 Camaro SS - LSX454 or LS7?
Thread Starter
Staging Lane
Joined: Jun 2020
Posts: 60
Likes: 7
From: SF BAY AREA, CA
I didn't reach 20,000 that's what I'm trying to tell u, I'm close but I also spent 2500 more on heads, and 1500 more than needed on a block, and 1000 more on an intake u won't need so that's an easy 5000 u won't need putting u closer to 14000. not to mention most of the other stuff I bought could have been done cheaper. i think u made a bad choice, financially u were very close to having a 4.125 bore motor that would have met ur goals much better. but i hope u post up dyno numbers and are happy with the setup, that's all that matters. it's just still puzzling to me that u let the builders make this decision for u when initially u wanted to know lsx block or ls7, both of which are 4.125
I would've loved to go LS7 or LSX but the numbers kept climbing on me so I had to limit myself somewhere
Thread Starter
Staging Lane
Joined: Jun 2020
Posts: 60
Likes: 7
From: SF BAY AREA, CA
I have quite a bit of experience with Gen 1 and 2 Camaro's. Still have a '69 that really needs an LS transplant. Don't know what fits and what doesn't on the Gen 4 stuff.
My last C6 LS3 had a Magnuson Heartbeat TVS2300 supercharger on it. With a very mild blower cam, 9.5psi of boost, and all the usual boltons, it did mid 600's for rwhp and low 600's for torque. You can't get a better street ride than that in my book. Stock bottom end. Greatest high dollar stroker LS won't match up. Torque was over 550'lbs from 2500 rpm through 5750 rpm. Perfect manners and not much or a fuel eco hit. Add flex fuel setup and it's easily 700+ rwhp on mild boost. Probably catch heat for this post. It is what it is.
My last C6 LS3 had a Magnuson Heartbeat TVS2300 supercharger on it. With a very mild blower cam, 9.5psi of boost, and all the usual boltons, it did mid 600's for rwhp and low 600's for torque. You can't get a better street ride than that in my book. Stock bottom end. Greatest high dollar stroker LS won't match up. Torque was over 550'lbs from 2500 rpm through 5750 rpm. Perfect manners and not much or a fuel eco hit. Add flex fuel setup and it's easily 700+ rwhp on mild boost. Probably catch heat for this post. It is what it is.
Stock bore LS3 with a 4.00 crank, 6.125 rod and pistons to match. I'm thinking there's more to make with an increase of stroke and the cost for the rotating assembly will be about the same. Unless there's some inherent risk when your increase stroke beyond 4.00" but for an NA motor it would make sense to go there.
calling bullshit here, just saying. I know u don t want 600 rwhp, but u do want it to get past cali cops. way way easier in a baby cam 427. plus ur driveability would be nice. assuming u build both from scratch, it's not a 5000 difference. a 4.125 piston costs no more or less than a 4.065 piston. u would use the same rods and crank so no cost difference there. oiling, balancer, cam lifters all cost the same. the only thing costing different between the 2 builds is strictly the block. a used iron truck block for ur 416, if ur going iron, would be about 5 to 600 after machining depending on what needs done the lsx would be 4000 after final machining. best bet if u wanted this route would be to source a used one.
the only cost difference here is block costs. I would be ok running a used ls7 block. no idea what those are going for.... maybe 1500 used? So u could keep it light, and get the larger bore for an extra 1000 bucks I figure. with the 416 u will be maxed out for the most part from the start. a 427 would leave you more room to grow. it's goona take a more expensive head on the 416 to get the power figures of a ported ls7 head on the 427. so in theory the extra block costs are offset by the head costs. if further down the road u want more power, put a Frankenstein ls7 head on there and really make power. does that kinda make sense?
out if curiosity, what intake do they want u to run on this thing to make their claimed 550 wheel hp number?
the only cost difference here is block costs. I would be ok running a used ls7 block. no idea what those are going for.... maybe 1500 used? So u could keep it light, and get the larger bore for an extra 1000 bucks I figure. with the 416 u will be maxed out for the most part from the start. a 427 would leave you more room to grow. it's goona take a more expensive head on the 416 to get the power figures of a ported ls7 head on the 427. so in theory the extra block costs are offset by the head costs. if further down the road u want more power, put a Frankenstein ls7 head on there and really make power. does that kinda make sense?
out if curiosity, what intake do they want u to run on this thing to make their claimed 550 wheel hp number?
Stock bore LS3 with a 4.00 crank, 6.125 rod and pistons to match. I'm thinking there's more to make with an increase of stroke and the cost for the rotating assembly will be about the same. Unless there's some inherent risk when your increase stroke beyond 4.00" but for an NA motor it would make sense to go there.
Share Your NA Build Coat
This thread might be of interest regarding build cost to the OP.. Its full of stuff like:
99 TA - LSA 416 NA
$12,000 - Long Block, intake, exhaust
(excluding new injectors, coil packs, etc).
Build date 2016-2017
$14,500 - turn key engine with new everything, professionally assembled.
This thread might be of interest regarding build cost to the OP.. Its full of stuff like:
99 TA - LSA 416 NA
$12,000 - Long Block, intake, exhaust
(excluding new injectors, coil packs, etc).
Build date 2016-2017
$14,500 - turn key engine with new everything, professionally assembled.
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TECH Addict
Joined: Sep 2010
Posts: 2,898
Likes: 467
This is why it's not recommended.
May even cause excessive oil burning too.
A 4 inch stroke in my view is the optimum balance between rpm and longevity.
Which is why you re-sleeve or pony up for the aftermarket ones such as the DART, LSX and LSR blocks which are the better choices over re-sleeve because you get the provisions for 6 bolt heads which is better for boosted applications I've seen two LS7 blocks where the crank saddles for the thrust bearing had been torn away from the block now what do you think would cause something like this?
Which is why you re-sleeve or pony up for the aftermarket ones such as the DART, LSX and LSR blocks which are the better choices over re-sleeve because you get the provisions for 6 bolt heads which is better for boosted applications I've seen two LS7 blocks where the crank saddles for the thrust bearing had been torn away from the block now what do you think would cause something like this?
As stroke increases the shorter piston compression height has to be. A shorter piston could also mean a weaker piston when cylinder pressure increases due to power adders or boost which is why its not recommended to go beyond 4.00 stroke ..I wouldn't go over a 4.00" crank in an LS3 in fact you may be better off staying with a 3.622 stroke crank if planning on boosting anyway.
As stroke increases the shorter piston compression height has to be. A shorter piston could also mean a weaker piston when cylinder pressure increases due to power adders or boost which is why its not recommended to go beyond 4.00 stroke ..I wouldn't go over a 4.00" crank in an LS3 in fact you may be better off staying with a 3.622 stroke crank if planning on boosting anyway.
On The Tree
Joined: Nov 2004
Posts: 114
Likes: 0
From: New Orleans
If it we're me and I wanted to build an NA motor then I'd do the LSX 454 and have your transmission built to handle the power and torque. I have an LSX 427 with a big cam and built to handle NOS but have yet to run it on a bottle. My car has all the factory accessories, stock water pump, radiator and I do not have overheating issues. That may be different story with a 454 but you really don't want to be sitting at an idle in traffic on a hot summer day for any extended period of time anyways.
Neither does mine but I do remember a time when I was sitting in heavy traffic with the AC on during the heat of the day and my temp went over 210 and was climbing. Not sure if one of my fans weren't working properly or not as I was having a squealing fan motor but they have both been replaced since then. I still don't think its a good idea to be sitting at idle for any length of time though. Do you have steam crossovers for both the front and rear of the cylinder heads?
On The Tree
Joined: Nov 2004
Posts: 114
Likes: 0
From: New Orleans
Neither does mine but I do remember a time when I was sitting in heavy traffic with the AC on during the heat of the day and my temp went over 210 and was climbing. Not sure if one of my fans weren't working properly or not as I was having a squealing fan motor but they have both been replaced since then. I still don't think its a good idea to be sitting at idle for any length of time though. Do you have steam crossovers for both the front and rear of the cylinder heads?