and we are dumb 
Engine Builders ?
Tech Contributor
Joined: Jan 2007
Posts: 19,292
Likes: 1,109
From: Dyer, IN
Thread Starter
Burning Brakes
Joined: Feb 2010
Posts: 761
Likes: 1
From: sunnyvale ca
Thread Starter
Burning Brakes
Joined: Feb 2010
Posts: 761
Likes: 1
From: sunnyvale ca
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Drifting
Joined: Oct 2006
Posts: 1,773
Likes: 2
From: San Diego CA
Ryne @ Cunningham Motorsports, Lake Elsinore, CA- the shop I use..
Charlie @ RPM Motors, Santa Clarita, CA- solid reputation
Andy @ A&A, Oxnard, CA - But be careful, he may talk you into supercharging
Good Luck......
Race Director
Joined: Sep 2005
Posts: 11,060
Likes: 290
From: Pasco WA
10k doesn't go very far when you start buying parts to modify your present motor, and alot depends on what part of the build you're paying someone else to do. If you insist on remaining NA, there was a vendor here that's selling LS3 based longblocks (427!) for just under 10k. You also are going to need a clutch, and other drivetrain upgrades to handle the new power. Ooooooorrrrr, you can get a 5k or so A&A Vortech system, and put down even more power than the 427. But that'd be stupid, because it's no longer NA, right?
Thread Starter
Burning Brakes
Joined: Feb 2010
Posts: 761
Likes: 1
From: sunnyvale ca
I was just tossing out a number. I'd spend more if really needed.
I figured tranny and drivetrain upgrades would run around $5k depending on what was a reasonable hp/torque figure.
I guess I was thinking money would not be eaten up as fast or as much because when you use the stock exhaust , there is only so much you can really do.
I was thinking the high buck stuff would be over kill.
Is the stock exhaust good enough for a 427 ?
I figured tranny and drivetrain upgrades would run around $5k depending on what was a reasonable hp/torque figure.
I guess I was thinking money would not be eaten up as fast or as much because when you use the stock exhaust , there is only so much you can really do.
I was thinking the high buck stuff would be over kill.
Is the stock exhaust good enough for a 427 ?
Former Vendor
Joined: Apr 2006
Posts: 2,470
Likes: 2
From: Portland OR
St. Jude Donor '10-'11-'12
Its all depends on what we are starting with for an engine. AFR heads are legal in Cali and the stock exhaust flows decent enough. We offer anything from a 347 to a 506 so there are many many options.
Former Vendor
Joined: Apr 2006
Posts: 2,470
Likes: 2
From: Portland OR
St. Jude Donor '10-'11-'12
Well we could take your engine and re-sleeve it and deliver a 457. Cam it accordingly and voila`. But it would be a little more than 10k. Small cam big heads big cubic inches = smooth street car
Former Vendor
Joined: Apr 2006
Posts: 2,470
Likes: 2
From: Portland OR
St. Jude Donor '10-'11-'12
Well in order to keep it CARB legal in Cali we would need to use GM OEM heads or AFR and since AFR does not have the big heads out yet LS7 heads would be fine.
This is the build right here:
http://www.ccperformanceparts.com/LS...ong_Block.html
We would substitute the TFS heads for LS7 and use a GM LS7 intake and port it. Cost would be about the same.
This is the top end of what you could do. We could deliver a 427 instead and save a good amount of money and bring it in at about 10k.
Use LS7 heads and again have your block re-sleeved but instead of going to a custom piston we keep the bore and stroke so we're able to use a shelf piston and a 4" stroke crank. This keeps costs down and being everything is OEM your legal with a sensible cam.
This is the build right here:
http://www.ccperformanceparts.com/LS...ong_Block.html
We would substitute the TFS heads for LS7 and use a GM LS7 intake and port it. Cost would be about the same.
This is the top end of what you could do. We could deliver a 427 instead and save a good amount of money and bring it in at about 10k.
Use LS7 heads and again have your block re-sleeved but instead of going to a custom piston we keep the bore and stroke so we're able to use a shelf piston and a 4" stroke crank. This keeps costs down and being everything is OEM your legal with a sensible cam.
Former Vendor
Joined: Apr 2006
Posts: 2,470
Likes: 2
From: Portland OR
St. Jude Donor '10-'11-'12
Well considering the OP doesn't want to spray it's a moot point but while you mention...LOL
n2o is often times a quicker way to that forged bottom end, it's more than just
the rod bolts thats lets go.
Plus the application factor comes into play. The only time you use n2o and reap the benefit of it is at WOT. More and more n2o is being outlawed as well as having the hassle of always making sure you have some in the tank, its up to pressure and you hope to god a noid doesn't stick.
It can be run very safely don't get me wrong but some people don't want to deal with the volatile nature of it. Some do I've got an LSX 434 sitting right here built for a 400 shot for a customer.
But as is said the OP would like n/a HP.
More cubic inches comes into play all the time and is not part time HP.
Dont get me wrong if your building a drag car a good n2o system is tough to beat.
n2o is often times a quicker way to that forged bottom end, it's more than just
the rod bolts thats lets go.
Plus the application factor comes into play. The only time you use n2o and reap the benefit of it is at WOT. More and more n2o is being outlawed as well as having the hassle of always making sure you have some in the tank, its up to pressure and you hope to god a noid doesn't stick.
It can be run very safely don't get me wrong but some people don't want to deal with the volatile nature of it. Some do I've got an LSX 434 sitting right here built for a 400 shot for a customer.
But as is said the OP would like n/a HP.
More cubic inches comes into play all the time and is not part time HP.
Dont get me wrong if your building a drag car a good n2o system is tough to beat.
Last edited by 99blancoss; Mar 13, 2010 at 06:44 PM.
Drifting
Joined: Feb 2008
Posts: 1,952
Likes: 1
From: Waveland MS
Well considering the OP doesn't want to spray it's a moot point but while you mention...LOL
n2o is often times a quicker way to that forged bottom end, it's more than just
the rod bolts thats lets go.
Plus the application factor comes into play. The only time you use n2o and reap the benefit of it is at WOT. More and more n2o is being outlawed as well as having the hassle of always making sure you have some in the tank, its up to pressure and you hope to god a noid doesn't stick.
It can be run very safely don't get me wrong but some people don't want to deal with the volatile nature of it. Some do I've got an LSX 434 sitting right here built for a 400 shot for a customer.
But as is said the OP would like n/a HP.
More cubic inches comes into play all the time and is not part time HP.
Dont get me wrong if your building a drag car a good n2o system is tough to beat.
n2o is often times a quicker way to that forged bottom end, it's more than just
the rod bolts thats lets go.
Plus the application factor comes into play. The only time you use n2o and reap the benefit of it is at WOT. More and more n2o is being outlawed as well as having the hassle of always making sure you have some in the tank, its up to pressure and you hope to god a noid doesn't stick.
It can be run very safely don't get me wrong but some people don't want to deal with the volatile nature of it. Some do I've got an LSX 434 sitting right here built for a 400 shot for a customer.
But as is said the OP would like n/a HP.
More cubic inches comes into play all the time and is not part time HP.
Dont get me wrong if your building a drag car a good n2o system is tough to beat.
I am building a 408 stroker right now in my garage for my Z06 I will be putting it in the car saturday Forged crank, rods, pistons, and arp everything... I will be hitting it with a 150 at first and then up my solonoid size for a 250. As far as nitrous laws are concerened, "If racing were outlawed only outlaws would race" That is my take on that.