I'm considering doing a 441 or 447 but haven't found a lot of info on them. The only places I know that have built them are ECS and Rapid Motorsports. I'd like to hear from people or tuners who have actually built one what kind of results they had, and if my hope of keeping the motor build near $15k is realistic. Thanks

 

Just motor cost that is close.

 

I have a 447ci motor built from ECS. It's currently at ECS having it transplanted from a Dart block to a Warhawk. With he Dart, it made 581/540rwhp/tq, with a best time of 1.8/11.0/132mph in full street trim.
Big, instantaneous power, everywhere.

$15K is not realistic for this kind of motor. Big motors making big power require big money to set up done right. You need supporting mods also like a stout clutch, shafts, 1 7/8 w/ 3" full exhaust, strut brace, tune, Fast Intake, 90mm T/B and that all adds up quickly etc. Don't get me wrong, it can be done, but you'd be using inferior parts, and leaving many important items out that you will likely not extract the full potential out of the motor.

 

I have built 441's 447's and 449's. I am putting together a 454 in the next couple of weeks. We will talk some more, thanks
Dave

 

Good talking to you today Dave. I feel almost smart enough to get myself into trouble!

I appreciate everyones input and hope theres more coming.
I realize that I'll need a lot of supporting mods. I already have the HRE 541s . I may have to wait a bit, but I won't be using inferior parts.

 

Cartek, A&A, and Vette Doctors too...

 

Erik Koenig at HKE built a buddy of mine's 445, pm wmsupersport if you have some questions for him.

 

We have built a few large CI LS engines here at W2W. I have a daily driver 455ci on the dyno now for break in and power audit, it will find home in a 2005 GTO.
We have also built na drag type engines that are large ci. What are your goals for performance with the engine and what does your car weigh?


Kurt

 

My last car was a 396 lt4 vette. It had no cats, 3.73 gears, and a fairly big cam on a 108 lobe sep. My goal is a reliable daily driver with every horse I can get, without the smell of raw fuel, or the 1k-1200rpm idle. I also want to keep the 3.42 gears. I did a lot of things with the last car multiple times trying to pick up more power, so I'm trying to avoid that. Not sure on the weight, but it's an 04 z06.

 

I'm doing a 455 now.

 

I'm jealous. Care to share some details?

 

We started with an LS7, so 14K isn't realistic in this case.
It's going in this car: http://www.schwartzperformance.com/CutlassLSX455.htm
Using a GM carbureted style intake converted to efi with the MAF and drive by wire set-up adapted to it, mainly to make it easier for the 442 style hood functional.
The car will have one of these chassis: www.gmachinechassis.com

 

So primarily chassis dyno numbers that are as high as possible while keeping a reasonable idle below 1000rpm? Do you race the car at all on the road course or dragstrip?


Kurt

 

In the past I went to the track a couple of times a month. I went tonight but it was closed. I've never been on a road course but would like to. My goal isn't a big number as much as a realy fast car, though I can see how it might have sounded that way. Theres a lot of long straight roads out here, and I just want to enjoy them.

 

The road course is fun although I have only been a few times, and the straight long roads are very cool.
Within your budget I would give a serious look at a L92 based block with a 4 inch crank. I know this is only 415 cubes but it can be built with high quality parts to give many years of performance without headaches while staying inside your budget.


Kurt.

 

I've built many of them and they work great. It's all in the pistons and skirts used and rings but they make people very happy!

 

jsworkstd- Looks like a very cool project.

427- I'm afraid you might be right, I just don't want to spend the money and six months later wish I had waited and saved up to go bigger.

racer7088- I sent you an e-mail last week, not sure if you got it.

What are people using for heads and intakes on these motors? I appreciate all the input.

 

The intake is going to be the tough part. I went with an ITB manifold due to the driving charecteristics and the power band in which it makes useable power. Sheet metal intakes will flow more air than the composite manifolds, but will likley move the powerband to a non street friendly realm. The only people that seem to be working on something useable, sheet metal wise, is the Wilson Billet manifold. It has longer runners and will hopefully be a good comprimise between all out short runner manifolds and the composite FAST. However, no one has posted results from one yet, so it's still in the air. Anyway you look at it, you should be ready to spend $2500-$4500 depending on the type of manifold you finally decide on.