What really surprised me is that the 408 with the cam swap not only picked up massive HP, but torque down low really didn’t suffer. It actually somewhat mirrored the original HP curve, but higher of course.
Richard, how about doing an LS 408 stroker turbo torque monster build. Building a combo for ultimate torque instead of HP. Maybe a maximum of 5500 RPM pulling torque from 1600RPM. This would be ideal for truck guys with gas engines pulling heavy loads looking for gut wrenching diesel torque values at the same RPM.
I've got 413 stroker Turbo engine is built forged everything hand ported req heads 4.00 bore 4.100 stroke, JE flattop pistons, intake, Roller Rockers, pretty much everything you can think off, has the fuel system that can support 2000hp, 98mm Turbo made 1600hp and 1100lbs pretty easy can go more but I'm worried about the 6l80 transmission but have a built t400 coming for it
Would be interesting to see the 468 with a Holley sniper EFI to see if the intake is what changes the curve or the carb. I imagine with THAT size carb it was just the intake design.
How about a charged 495... Pick your BOOST.. limit the rpm and maximize low to mid power and torque... Guessing 1000lb ft,. At least same on HP. Limit rpm to 6500, Love to hear the haters on that.. just bench race wishing... Have a Great day.
There’s a point with boost and long strokes where piston design is compromised and big power is extremely short lived. Same reason people making big power with big blocks don’t go much more than 540ci. Steve Morris covers this in depth in his Steve Tech series.
Figured some one would chime in ... There's secrets to all combinations.. just because you can't do it for the price of a white castles shake... Does not reduce the possibility of it being done. Stock parts are meant for the few that can't afford the real stuff... And when you finally get to the invoice from your engine builder... And start sweating.... There's more behind the crank... Your 300 dollar engine is great ,but all the while that's not it.
Stock what? Price what? It literally has nothing to do with it. When you’re putting in billet everything to hold high horsepower, it literally costs nothing more to run a longer stroke and more cubes. The issue is reliability. If it was worth a damn, everyone would do it. Yet most people (who actually do this stuff and not bench race in the comments section) keep it under 400ci because cylinder wall thickness and piston stability matter when it needs to live more than a couple pulls on the dyno.
Richard the video is VERY informative,love the content! I currently have a 6.2 as well as a 6.0 iron block.I want a naturally aspirated stroker combination that would give me an engine with a broad torque band with over 550 ft lbs of torque and over 650 hp that is reliable and streetable. This set up will be in a 70 Chevelle with a 4L80E transmission. It wont be raced but, will be spiritally driven. Any advice is greatly APPRECIATED! Thanks in adavance! Take Care
I think over 800hp (pump gas )can be achieved with around with a 427 to 454 with say around 7200 to 7800 rpm range with a little attention in cam and head combo,and with a carb
Quite slim, especially when you can add a supercharger or turbo to a stock displacement motor for a lot less and make just as much power if not more……….although the thought of stroking my lsa supercharged 370” to 408”in my nova does sound tempting, and affordably within reach as appossed to the 468/495 sleeved aluminum option which would probably be somewhere around $10k+
I finally got my block back with my balanced stroker kit. It’s a LQ4 block bored .005 with a 4 inch crank. I guess it’s like 405 inches. I have TEA stage 2 799s with a 225/232 114 cam. It’s at about 11.6:1 compression. What kind of FW numbers will this thing make? 550hp 550tq is what im hoping for!!
Sure they can make big block power numbers, but are they costing 2x as much to get there vs a big block? Once you get into this realm of CI small block, I would think big block becomes more appealing on cost, or maybe not? BBC will lose out on weight and packaging size for sure, I don't think MPG is really going to be much of a factor once you get 450 CI + even with EFI.
Yah but, but, but, there is always a yah but. Let's say ya already have the small block, so you're going to need the suspension that'll hold up that big block, different motor mounts etc etc etc, what if it won't fit in your projects engine bay, is it a daily driver, do you have to have the most or best ever, there's always a bigger big block, where does it end, how much does it weigh, you could get a 700" Hemi with a screw blower or you could make 1000 horsepower with a 5.3 1400 with a 6.0 and twins. Ever seen a chick with Hooters The size of a beach ball, someone probably likes it. But man I bet the bras are expensive.
@@kevinwest3689 'more than a mouthfull is a waste' and don'cha just love the 'yah butt" folks ?! yah , butt , "if my Aunt would have shaved she'd of been my Uncle"
@@danielcarroll5667I Know Right...so your aunt doesn't manscape? Or your uncle is a.. slick dude. Butt Butt my family is way more bizarre! I'm talking too much compression for pump gas if you know what I mean 🤪
Only problem with engines like this is the expense. I don't even want to think about how much the 495 LSX cost. A 5.3 with a turbo, cam and tuning can do 800hp far less expensively.
the thing is though, with the stroker your basically getting a refreshed motor that you know what the condition is compared too the junkyard 5.3 and will be more reliable too
@@chrishansen7004 very true. But, a junkyard 5.3 long block is in the range of 200-300 bucks. Could buy a whole lot of junkyard motors for what that 495 will cost. Though that raw N/A power of the 495 would be awesome.
@@chrishansen7004 you could do a premium rebuild your factory motor three or four times over for the cost of just the block. You're in it for 9k min. Turn key is more like 25k+
@@bigdog3929 yes I started with just the LSX454 block, added Callies Dragonslayer crank, Callies H beam rods, Weisco cuetom boost/nitrous pistons. Traded some parts for a pair of LS7 heads and had them ported. Has a smaller cam for the displacement (239/254 114) but idles/runs amazing for the street, and with a 3800 stall it just roasts tires on demand lol. I have a nitrous kit I'm about to install before I hit the track in the spring. Can't wait. Never had a single issue with the combo. Still on stock radiator lol. I couldn't be happier. If I ever boost it, it won't take much to hit the magical 1,000hp mark either.
Opinion needed. I have a 427 dart shp i used for boost. Im switching to a N/A setup. Options are order pistons and rebalance keep cu. at 428cu.Other option in use dart block and get a 454cu stroker kit. 454 kit and build would cost about 3k more. Both compression will be 13.5 e85 with a baby shot 200 or less.This is street car 80% of time.Would there be much difference in power between both.which way would you go?
ERS did a stock resleeved LS block with deck plates. There are many ways to get 455 to 499 cubes. I Like what a poor 1.4:1 L/R ratio can do; in all my dealings, never seen a 4033 Aspiration Index or 1.47 lb-ft per cube with a Rod ratio like that. My utmost respect for a great time, cam and head and block combo!
So been trying to figure this out for quite some time but I really want to make a very small displacement v8 ls based engine if I could without custom parts I want something around 4L or 250 cubic inches. I want to twin turbo it kinda like ford's ecoboost but still have that v8 sound, just to prove a point that removing cylinders is not the way but to just reduce size with added boost
You can't really make a 4L LS without custom parts... you're going to have to custom make a crankshaft to be that small. In reality there's no need, if you want a small displacement engine, go with the Vortec 4200 which is the inline 6 that came in the Trailblazer. Great engine that's very reliable and can take plenty of boost. Mini videos of it online, it's considered the Chevy "Barra" motor.
Hey Richard, what 4.25 crankshaft was this in the 468 ? I have been trying to find something over 4.125 stroke that a 6" rod will clear, to stay in a 9.240 block, but everything requires min 6.125 rod and with a 4.250 crank/6.125 rod, that leaves a piston with a compression height less than 1"....so not ideal. With a 4.250/6" rod, you can run an off the shelf 1.115 height piston, but I can't find a 4.250 crank with counterweights short enough that doesn't require a 6.126" rod.
...and a 6" rod will allow me to run an of the shelf 1.115" CH piston with that 4.25" stroke. This is a case where 1/8 of an inch is a big deal (crown thickness)
I’ve heard there’s risk of piston rocking during BDC on a regular 6L block when combined with a 4” stroke which causes accelerated wear on the piston skirts. Is this true in your experience?
What compression was the 408? How much does that come into play with the cam specs? I have a 12.1compression 408 trying to figure out best cam, street driven
@@richardholdener1727 they say 3% per 1 point of compression would you say that's accurate? I am guessing no there's a lot more that goes into it like longer stroke mite help make more power per point of compression, also cylinder head type, what fuels are used, so many different variables. I would like to see a max effort rhs 496 14:1 compression on methanol all motor.
I'm a little butt hurt. I have a 427 Ford Windsor engine. 600 lift cam, AFR CNC205 heads, trickflow 351R upper and lower manifolds, 75mm throttle body, 1.75 long tube headers, 3" exhaust and 60lb injectors... I'm only making about 511hp at the flywheel and 558ft tq. My engine management must need improvement😕
Just curious. How would a 4in bore and a 4.125 in stroke compare to a 4.125 in bore and a 4 in stroke. Would that be the same displacement and if so how would the hp and torque differ. It's been a long time since I ran the math to find out displacement of an engine and quite frankly I have forgotten how. I used to have a book with all the formulas for every thing in the engine to transmission and rear axel gears to tire sizes and rpm. I just was wondering if 2 engines had the same displacement but 1 had a large bore and shorter stroke and the other a long stroke and small bore how they would differ. I think they will make the same hp and torque if everything else is the same heads cam and intake but I think they will a lower or higher peaks in rpm band. Or will the cam be the ultimate decision maker and put both at the same hp and torque peaks in the rpm
If you have motortrend+ app they test this exact question on engine masters. They use two different 468 big block chevys and try to do one huge bore/short stroke and one small bore/long stroke. In the end they make exactly the same power within 1-3hp and tq at the same rpm. There is no change in the rpm band.
@@TheKent99 l'm looking for a cam for my 351 but not sure, is it worth going above 5000 for a relatively stock motor and still get high horse power, what would you recommend...?thanks
@@josephclearnight3403, I'd suggest looking for reviews from similar builds and see what seems to fit your criteria. I don't really know the 351 Fords very well, but I'd be inclined to agree that picking a cam for power past 5k RPM is probably not a good idea on a mostly stock engine. I remember the 302 Ford heads being pretty awful and I doubt the 351 heads were much better.
Do you think that making it a383 striker will build enough power to pull the bigger hills here out west ? Or is it worth the extra cash doing that? The 350 does okay on a flat but kinda lacks on the hills. Running Edlebrock 600 and dual plane intake. Tried to keep the fix cheap but after cost from my son overheating it I tried to just purchase a running one and it got low oil pressure and a bad cam so that tells me this block needs some rebuilding I can order a Mabbco long block performance for 1,850+ freight $250 but wanted to get your opinion on what might do the job better? I thank you for your time and opinion as I’ve owned this truck quite a while and in good shape so just wondering if I’m dumping $ down the toilet. Lol
@@richardholdener1727 Thanks, there's Ton of information that can be extracted in a compression ratio, when you know the bore, stroke, and rod lengths.
What would you recommend for hitting my power goal if i don’t reach it with my current setup: 102 mm fast manifold 102mm TB 80lbs injectors Eagle 408 Stroker aluminum 6.0 block 10.9:1 compression i believe. Currently running a 234/242 .629”/.615” 112 LSA +4 advance cam. How much power do you think this setup should make roughly ? Looking for around mid 500’s.
@@Ws6Ms this setup made 450whp/450tq on a dynojet SAE on Livernoise ported 243's from 2008 lol and the actual CR was actually around 10.1, currently waiting for my M311 heads coming in from Frankenstein with 64cc chambers.
@@elplatanito8094 I had a 408 that made, give or take a few hp, 517 whp with -8 pistons, trick flow 225s, an overly aggressive pain to drive cam and fast 92! Took that setup and put it on a 6.0 lq9, it made 489whp with similar cam as yours. I think my compression was around 10.3 or so... Your heads had to be the factor!
A piece of advice: if you can, run dual symmetric intake pipes with air filters into your throttle body. The problem with large throttle bodies is that you lose a lot of low-end response because the air velocity is so low with a large throttle body at minimum part throttle. If you run dual intakes into a collector right before the TB, you'll gain both power AND response.
@@austindoud273 Magnum can take 700lb-ft. Magnum Tranzilla can take over 1200lb-ft for $6k. There are many sitting behind turbo Cobras, Camaros, Vipers and Vettes that are putting out more power than these engines that have never been upgraded.
Oh man, what a tough issue to have!! Lol That’s kinda like Reaper from street outlaws. I was watching his new video last night and he’s got all these engines sitting around and he was telling his wife as she walked they with the camera, it’s ok to film this engine but not these two over here or that one over there! Nobody’s sposed to know about them yet he said, lol. If you can do it then do it man!! I’m happy for ya! I’m just trying to figure out how to do an engine swap on my truck so I can have something to drive again. I’m a disabled Desert Storm Vet and can’t do this heavy stuff anymore and with All this virus mess, I can’t even get a shop to take it on! And it’s an easy job of taking a small block 360 out of one truck and putting it in the other identical truck with the same engine in it. An easy two day job but if it was a shop with a lift and all, it could probly be done in one day but nobody wants to fricn work and with a broken back, I just physically can’t anymore!! So I keep on walking……….. Take care brother, be safe out there!!
@@1982MCI I built it over a year for less than 2k from people selling parts cheaply to get cash lol. The whole forged stroker was 1k and I got a 6.0 for 100 bucks. I figure another 900 I should easily get anything else I need. Just deal hunting man!
no replacement for displacement, (NA), and of course your cam choice, intake/exhaust combo. Add good compression, proper assembly, A/F ratio, timing, fuel, Oh yes, and $$$! Thanks from Calgary AB where today(20/02/2022) it's -18C and about 20 cm snow.
Hello Richard im doing the 454 with the speed master head kit , you didnt list the cam im going with part no# 11-568-4 id like to know your input on it and going to install twins gt45
![KAYTRANADA - Witchy (feat. Childish Gambino) [Official Video]](http://i.ytimg.com/vi/jGK3YVmGZ3Y/mqdefault.jpg)
What really surprised me is that the 408 with the cam swap not only picked up massive HP, but torque down low really didn’t suffer. It actually somewhat mirrored the original HP curve, but higher of course.
What did we learn ?
You want a big inch ls motor you better have a big bank account to match
This is true with any good size engine with high power sadly...
Richard, how about doing an LS 408 stroker turbo torque monster build. Building a combo for ultimate torque instead of HP. Maybe a maximum of 5500 RPM pulling torque from 1600RPM. This would be ideal for truck guys with gas engines pulling heavy loads looking for gut wrenching diesel torque values at the same RPM.
I've got 413 stroker Turbo engine is built forged everything hand ported req heads 4.00 bore 4.100 stroke, JE flattop pistons, intake, Roller Rockers, pretty much everything you can think off, has the fuel system that can support 2000hp, 98mm Turbo made 1600hp and 1100lbs pretty easy can go more but I'm worried about the 6l80 transmission but have a built t400 coming for it
4.50 stroke and 6.30 rods. Wowza. Would be interested to see one of your 496 BBC or ~500 ford builds in comparison to that 495 talldeck.
Love to see the 495 with some boost
The SCREENCAST 🌀 MATIC 🐐
Those big cubes will kick a turbo in the ass too making a really responsive setup as long as you aren’t trying to make crazy 2k power
Wow from around 350ci to 468ci is huge I know it took sleeves so basically everything you can do to it but still
Just the video I needed. Been debating on stroking my 6.0 to a 408
🤔🤔🤔
@@infamousnova 🤣🤣🤣 I already told you I was gonna do it but I just had to justify buying the Stroker kit.
@@HeavyChevy1975 🤣🤣🤣
Would be interesting to see the 468 with a Holley sniper EFI to see if the intake is what changes the curve or the carb. I imagine with THAT size carb it was just the intake design.
IT'S THE INTAKE DESIGN-PLUS CHARGE COOLING
That 408 on stock cams would make a killer pulling motor I would bet it would compare to the 8.1 well
The 495 on mild cam would be insane for pulling
That 408 had a crazy torque plateau, would be most happy with that.
How about a charged 495... Pick your BOOST.. limit the rpm and maximize low to mid power and torque... Guessing 1000lb ft,. At least same on HP. Limit rpm to 6500, Love to hear the haters on that.. just bench race wishing... Have a Great day.
All fun
Until
The crankshaft leaves the Party 🥳
There’s a point with boost and long strokes where piston design is compromised and big power is extremely short lived. Same reason people making big power with big blocks don’t go much more than 540ci. Steve Morris covers this in depth in his Steve Tech series.
@@heytonyman
Also a BBC is much stronger 💪, remember BBC engines start it life as a truck engine hauling huge loads.
Figured some one would chime in ... There's secrets to all combinations.. just because you can't do it for the price of a white castles shake... Does not reduce the possibility of it being done. Stock parts are meant for the few that can't afford the real stuff... And when you finally get to the invoice from your engine builder... And start sweating.... There's more behind the crank... Your 300 dollar engine is great ,but all the while that's not it.
Stock what? Price what? It literally has nothing to do with it. When you’re putting in billet everything to hold high horsepower, it literally costs nothing more to run a longer stroke and more cubes. The issue is reliability. If it was worth a damn, everyone would do it. Yet most people (who actually do this stuff and not bench race in the comments section) keep it under 400ci because cylinder wall thickness and piston stability matter when it needs to live more than a couple pulls on the dyno.
Richard the video is VERY informative,love the content! I currently have a 6.2 as well as a 6.0 iron block.I want a naturally aspirated stroker combination that would give me an engine with a broad torque band with over 550 ft lbs of torque and over 650 hp that is reliable and streetable. This set up will be in a 70 Chevelle with a 4L80E transmission. It wont be raced but, will be spiritally driven. Any advice is greatly APPRECIATED! Thanks in adavance! Take Care
BUILD A 416 STROKER OUT OF THE 6.2l
800+ hp @6600 rpm from a 495 inch LS stroker. Naturally aspirated.
I think over 800hp (pump gas )can be achieved with around with a 427 to 454 with say around 7200 to 7800 rpm range with a little attention in cam and head combo,and with a carb
Seen a number of LS7s with All-Pro, MAST, "insert a great head" and solid roller cams, do this.. even with stock LS7 internals.
I learned that the more money you spend , the faster you can go. But I already knew that.
We always used to say "He with the most money wins".
A LS that can get it done all motor is respectable! I wonder what my chances are of running into someone with the 468 and 495 motor 🤔
Quite slim, especially when you can add a supercharger or turbo to a stock displacement motor for a lot less and make just as much power if not more……….although the thought of stroking my lsa supercharged 370” to 408”in my nova does sound tempting, and affordably within reach as appossed to the 468/495 sleeved aluminum option which would probably be somewhere around $10k+
@@trentdawg2832 I should be good then 🤣🤣. I just have to hope the turbo cars aren't running right or catch them in the summer
10’s of thousands of LS 427’s and 441’s out there but you are right, not many 468 or 495 LS based engines out there.
@trentdawg2832 I wouldn't say alot less.. a blower kit cost around the same as a stroker shortblock .. but more labor in the short block
Like to see that 495 with the dart 10 degree heads
Drop that 495 into a good chassis with a dog box, ooh doggy 🐕
I finally got my block back with my balanced stroker kit. It’s a LQ4 block bored .005 with a 4 inch crank. I guess it’s like 405 inches. I have TEA stage 2 799s with a 225/232 114 cam. It’s at about 11.6:1 compression. What kind of FW numbers will this thing make? 550hp 550tq is what im hoping for!!
NEAR THAT
@@richardholdener1727 Dang, I was hoping you would say “ easily “ 😂. It will have a ported TBSS with a 92 mm TB. Thanks for responding!!
@@chandlerlofton6536 😆😆
Awesome info as always. Thank ya sir
You need to do more HEMI STUFF!!!!!!!
Sure they can make big block power numbers, but are they costing 2x as much to get there vs a big block? Once you get into this realm of CI small block, I would think big block becomes more appealing on cost, or maybe not? BBC will lose out on weight and packaging size for sure, I don't think MPG is really going to be much of a factor once you get 450 CI + even with EFI.
I agree, I rather build a big block as it's always going to make more power n torque.. That's always the case, stroked engines prove that..
Yah but, but, but, there is always a yah but. Let's say ya already have the small block, so you're going to need the suspension that'll hold up that big block, different motor mounts etc etc etc, what if it won't fit in your projects engine bay, is it a daily driver, do you have to have the most or best ever, there's always a bigger big block, where does it end, how much does it weigh, you could get a 700" Hemi with a screw blower or you could make 1000 horsepower with a 5.3 1400 with a 6.0 and twins. Ever seen a chick with Hooters The size of a beach ball, someone probably likes it. But man I bet the bras are expensive.
@@kevinwest3689 'more than a mouthfull is a waste' and don'cha just love the 'yah butt" folks ?! yah , butt , "if my Aunt would have shaved she'd of been my Uncle"
@@danielcarroll5667I Know Right...so your aunt doesn't manscape? Or your uncle is a.. slick dude. Butt Butt my family is way more bizarre! I'm talking too much compression for pump gas if you know what I mean 🤪
It just doesn't sound the same... "She's real fine, my 408"
Hey Richard you should do a 5.3 with a 4” stroker but leave the bore alone and throw a turbo at it,how would that turn out?
it is just a bigger motor-every motor (even bigger ones) like boost
Big cubes + Big HP = Big $
It's been said that the LS6 block is one of the weakest for sleeving. Is this still the case?
Only problem with engines like this is the expense. I don't even want to think about how much the 495 LSX cost.
A 5.3 with a turbo, cam and tuning can do 800hp far less expensively.
the thing is though, with the stroker your basically getting a refreshed motor that you know what the condition is compared too the junkyard 5.3 and will be more reliable too
And far less reliably. Cheap, Big power and Reliable; you can only pick 2.
@@chrishansen7004 very true. But, a junkyard 5.3 long block is in the range of 200-300 bucks. Could buy a whole lot of junkyard motors for what that 495 will cost. Though that raw N/A power of the 495 would be awesome.
@@chrishansen7004 you could do a premium rebuild your factory motor three or four times over for the cost of just the block. You're in it for 9k min. Turn key is more like 25k+
Still be watching tail lights... Big torque moves the car out of the hole.
Yes!! I built an lsx454 for my Pontiac G8 and 700hp NA on the street is so much fun!!!!
Did u have a lsx 454 block or started with something else
@@bigdog3929 yes I started with just the LSX454 block, added Callies Dragonslayer crank, Callies H beam rods, Weisco cuetom boost/nitrous pistons. Traded some parts for a pair of LS7 heads and had them ported. Has a smaller cam for the displacement (239/254 114) but idles/runs amazing for the street, and with a 3800 stall it just roasts tires on demand lol. I have a nitrous kit I'm about to install before I hit the track in the spring. Can't wait. Never had a single issue with the combo. Still on stock radiator lol. I couldn't be happier. If I ever boost it, it won't take much to hit the magical 1,000hp mark either.
@@ziggybmw what’s the lift on that cam ????
@@guntherdadson5046 .660/.630 with 1.8 rockers. It's an off the shelf BTR stroker cam
Is there a way I can the the tune for the 408? I have the same exact set up as the 625hp combo.
I don't have that tune
One of the Guys that competed in Sick Week had a giant NA big block. It was a ripper!!
What chassis?
495 in a C6, i like! 😍😛
"Fairly expensive but still awesome..."
Opinion needed. I have a 427 dart shp i used for boost. Im switching to a N/A setup. Options are order pistons and rebalance keep cu. at 428cu.Other option in use dart block and get a 454cu stroker kit. 454 kit and build would cost about 3k more. Both compression will be 13.5 e85 with a baby shot 200 or less.This is street car 80% of time.Would there be much difference in power between both.which way would you go?
I wouldn't worry about going bigger for a 80% street motor-just add more NOS
I'd like to see the first 408 combo but with flat top pistons. How much dish was on the pistons used??? I want to use a very similar recipe for my C6.
K, so hear me out.
The 495, with a Kong 2650...
No.....a 2650 is to small.
@@HioSSilver1999 yeah, that's what I'm thinking too
4.0L Whipple maybe
ERS did a stock resleeved LS block with deck plates. There are many ways to get 455 to 499 cubes. I Like what a poor 1.4:1 L/R ratio can do; in all my dealings, never seen a 4033 Aspiration Index or 1.47 lb-ft per cube with a Rod ratio like that. My utmost respect for a great time, cam and head and block combo!
2JZ use deckplates as well...
I HAD A B16 HONDA WITH DECK PLATES
So been trying to figure this out for quite some time but I really want to make a very small displacement v8 ls based engine if I could without custom parts I want something around 4L or 250 cubic inches. I want to twin turbo it kinda like ford's ecoboost but still have that v8 sound, just to prove a point that removing cylinders is not the way but to just reduce size with added boost
You can't really make a 4L LS without custom parts... you're going to have to custom make a crankshaft to be that small. In reality there's no need, if you want a small displacement engine, go with the Vortec 4200 which is the inline 6 that came in the Trailblazer. Great engine that's very reliable and can take plenty of boost. Mini videos of it online, it's considered the Chevy "Barra" motor.
Years ago I remember reading in a Hot Rod magazine about a combination of parts that would give you a 231 cubic inch V8. That was SBC stuff though.
@@fryloc359 yeah it's an extreme de-stroke kit troke kit
Hey Richard, what 4.25 crankshaft was this in the 468 ? I have been trying to find something over 4.125 stroke that a 6" rod will clear, to stay in a 9.240 block, but everything requires min 6.125 rod and with a 4.250 crank/6.125 rod, that leaves a piston with a compression height less than 1"....so not ideal. With a 4.250/6" rod, you can run an off the shelf 1.115 height piston, but I can't find a 4.250 crank with counterweights short enough that doesn't require a 6.126" rod.
WHY A 6.0 INCH ROD?
@@richardholdener1727 so that the piston doesn't have a CH of less than 1". Not much meat in the dome after taking the 1/2 the pin into account.
...and a 6" rod will allow me to run an of the shelf 1.115" CH piston with that 4.25" stroke. This is a case where 1/8 of an inch is a big deal (crown thickness)
Would love to see the 408 with flat tops and square ports with more cam.
Is there any cams that can makes big torgue..and less horsepower?..
mild cams do that
I’ve heard there’s risk of piston rocking during BDC on a regular 6L block when combined with a 4” stroke which causes accelerated wear on the piston skirts. Is this true in your experience?
not usually an issue with a 4.0 stroke-don't try the 4.10 or 4.125 strokes with a stock sleeve length
@@richardholdener1727 thanks Richard. That was the only thing holding me back on my stroker build
What compression was the 408? How much does that come into play with the cam specs? I have a 12.1compression 408 trying to figure out best cam, street driven
pick a cam for your rpm range, but with 12:1 static-more cam helps suppress detonation
Thanks! I was looking at a 244/256 114+3 I’m just worried it wouldn’t be streetable at all
I wonder how much power these motors would have made with running 13:1-14:1?
MORE
@@richardholdener1727 they say 3% per 1 point of compression would you say that's accurate? I am guessing no there's a lot more that goes into it like longer stroke mite help make more power per point of compression, also cylinder head type, what fuels are used, so many different variables. I would like to see a max effort rhs 496 14:1 compression on methanol all motor.
Cams a cam lol I'm Learning lol you have tried them so I don't have to wonder lol
Excellent presentation
So now you’re going to put on twin turbos?
What size fuel injectors do you need on each motor that will support that kind of horse power?
A lot.
And a good pump or 3
1000cc and a walboro 525
Richard why when comparing different ci why don't you keep the same compression? Thanks
THEY WERE NOT BUILT FOR THIS COMPARISON, BUT DISPLACEMENT CHANGES THINGS MORE THAN COMPRESSION
Sounds great, now boost em.😁
Prices? Cost of builds??
I need that 408 recipe, would it be ok to use a alloy block instead of the cast block cheers Yogi
yes
@@richardholdener1727 thanks for the reply mate cheers Yogi ✌ 👍
wondering what was compression ratio on these engines
I would also like to know this
Personally I blame squirrels
I blame hookers and cocaine
@@Stevesbe yeah , them too......
Whats the highest compression pistons you can run on a 408 using 93 octane fuel?
that is the wrong question
@@richardholdener1727 🤔
What was the compression and fuel used on the 408?
91 octane-11:1 ish
What size fuel injectors 408
80
I'm a little butt hurt. I have a 427 Ford Windsor engine. 600 lift cam, AFR CNC205 heads, trickflow 351R upper and lower manifolds, 75mm throttle body, 1.75 long tube headers, 3" exhaust and 60lb injectors... I'm only making about 511hp at the flywheel and 558ft tq. My engine management must need improvement😕
351r INTAKE?
@@richardholdener1727 yes, the upper and lower manifolds that trickflow makes for the mustang.
Can I run this engine on 93 octane because I want NA engine daily driver and also what kind of timing chain
the 408 yes, the 468 with reduced timing-no on the 498
Try the fast 4 barrel carburetor
Just curious. How would a 4in bore and a 4.125 in stroke compare to a 4.125 in bore and a 4 in stroke. Would that be the same displacement and if so how would the hp and torque differ. It's been a long time since I ran the math to find out displacement of an engine and quite frankly I have forgotten how. I used to have a book with all the formulas for every thing in the engine to transmission and rear axel gears to tire sizes and rpm.
I just was wondering if 2 engines had the same displacement but 1 had a large bore and shorter stroke and the other a long stroke and small bore how they would differ. I think they will make the same hp and torque if everything else is the same heads cam and intake but I think they will a lower or higher peaks in rpm band. Or will the cam be the ultimate decision maker and put both at the same hp and torque peaks in the rpm
If you have motortrend+ app they test this exact question on engine masters. They use two different 468 big block chevys and try to do one huge bore/short stroke and one small bore/long stroke. In the end they make exactly the same power within 1-3hp and tq at the same rpm. There is no change in the rpm band.
if you keep displacement, compression, cam and heads and intake and exhaust the same, power should be very close
wish you could mention the approx. cost of each motor
With these displacements, i guess my big block is irrelevant now.
Nah
that intake is pretty impressive over FI
How is it that every chart shows that the horse power and revs cross at 5225 every time no matter what it is....!
It's because of the formula to calculate HP from the measured torque. TQ and HP will always cross at 5250.
@@TheKent99 l'm looking for a cam for my 351 but not sure, is it worth going above 5000 for a relatively stock motor and still get high horse power, what would you recommend...?thanks
@@josephclearnight3403, I'd suggest looking for reviews from similar builds and see what seems to fit your criteria. I don't really know the 351 Fords very well, but I'd be inclined to agree that picking a cam for power past 5k RPM is probably not a good idea on a mostly stock engine. I remember the 302 Ford heads being pretty awful and I doubt the 351 heads were much better.
@@TheKent99 you are right the heads need velocity, a manifold as tall as the empire state building......thanks for response.
Richard how would a ported holly Hi Ram w/ 105mm TB doing on these motors?
they work well-see the big intake test videos
@@richardholdener1727 ok I will thanks
@@richardholdener1727 on the video was it ported? Did you mention that? Just asking now that I have you online before I watch it. Sorry lol
I have an 1983 Chevy truck with a 5.7 350 block and want to keep it stock what can I do to produce the most torque? I need it to pull a heavy trailer?
headers, mild cam
Do you think that making it a383 striker will build enough power to pull the bigger hills here out west ? Or is it worth the extra cash doing that? The 350 does okay on a flat but kinda lacks on the hills. Running Edlebrock 600 and dual plane intake. Tried to keep the fix cheap but after cost from my son overheating it I tried to just purchase a running one and it got low oil pressure and a bad cam so that tells me this block needs some rebuilding I can order a Mabbco long block performance for 1,850+ freight $250 but wanted to get your opinion on what might do the job better? I thank you for your time and opinion as I’ve owned this truck quite a while and in good shape so just wondering if I’m dumping $ down the toilet. Lol
With the right heads would a 468 bbc make more power or are the ls heads just better?
BBC HAS GOOD HEADS SO THEY YCAN MAKE GREAT POWER
pretty sweet.... do 14:1 and more cam ....easy 950hp with a 430ci
EASY 950?
How about a turbo 495 Richard?😀
I would like to know the compression ratios.
11, 12, 13
@@richardholdener1727 Thanks, there's Ton of information that can be extracted in a compression ratio, when you know the bore, stroke, and rod lengths.
Whats the max bore on a LS2
you can't bore (more than .005) it unless you sleeve it
What was the compression ratio on the 408
high 10s
@@richardholdener1727 where can I get that stroker kit
Do you happen to know what the compression was on the 408?
11
Richard how would that sleeved ls1 stroker hold up to alot of boost
fine
Sorry if i missed it but what fuel was used?
What is the compression on the different engines please.
Yes , compression on all 3 please
@@ejohnson3837 High comp is nice and all but I really like pump gas engines.
@@waynetessier3058 Me too but e85 helps high compression..
@@P71ScrewHead I know but I like any engines that are running 89 thru 93 octane pump gas.
@@waynetessier3058 yup because E85 is getting rare
Wow.
Sloppy best vs ss2 cam on ls 6.0
SS2 will make more
427 big compression big hyd cam 7500+ and some Brodix br7 how about it
Wood love to have that 495 LS in my Super 10
With my new holley sniper 4500 on it
You’re the best Richard!
What would you recommend for hitting my power goal if i don’t reach it with my current setup:
102 mm fast manifold
102mm TB
80lbs injectors
Eagle 408 Stroker aluminum 6.0 block
10.9:1 compression i believe.
Currently running a 234/242 .629”/.615” 112 LSA +4 advance cam. How much power do you think this setup should make roughly ? Looking for around mid 500’s.
500Whp or 500 crank? Those upgrades just on a 6.2 would easily get you over 550HP at the crank
What heads?
@@Ws6Ms this setup made 450whp/450tq on a dynojet SAE on Livernoise ported 243's from 2008 lol and the actual CR was actually around 10.1, currently waiting for my M311 heads coming in from Frankenstein with 64cc chambers.
@@elplatanito8094 I had a 408 that made, give or take a few hp, 517 whp with -8 pistons, trick flow 225s, an overly aggressive pain to drive cam and fast 92! Took that setup and put it on a 6.0 lq9, it made 489whp with similar cam as yours. I think my compression was around 10.3 or so... Your heads had to be the factor!
A piece of advice: if you can, run dual symmetric intake pipes with air filters into your throttle body. The problem with large throttle bodies is that you lose a lot of low-end response because the air velocity is so low with a large throttle body at minimum part throttle. If you run dual intakes into a collector right before the TB, you'll gain both power AND response.
Do you have the part numbers for what was used on the 495 build.
the important bits are listed I believe
rule # 1; float a loan.
Making this much torque what type of transmissions are you fitting to these engines? Seems like you're beyond even built t56 magnums.
Stock 4l80e with a shift kit
@@austindoud273 6L90.
T56 can take lots more than these are putting out. Built ones can take 2k.
@@natricjol yeah for 15k
@@austindoud273 Magnum can take 700lb-ft. Magnum Tranzilla can take over 1200lb-ft for $6k. There are many sitting behind turbo Cobras, Camaros, Vipers and Vettes that are putting out more power than these engines that have never been upgraded.
I have a full 403 stroker with nothing to put it in. It's a spare for my turbo car I guess
Oh man, what a tough issue to have!! Lol
That’s kinda like Reaper from street outlaws. I was watching his new video last night and he’s got all these engines sitting around and he was telling his wife as she walked they with the camera, it’s ok to film this engine but not these two over here or that one over there! Nobody’s sposed to know about them yet he said, lol.
If you can do it then do it man!! I’m happy for ya! I’m just trying to figure out how to do an engine swap on my truck so I can have something to drive again. I’m a disabled Desert Storm Vet and can’t do this heavy stuff anymore and with All this virus mess, I can’t even get a shop to take it on! And it’s an easy job of taking a small block 360 out of one truck and putting it in the other identical truck with the same engine in it. An easy two day job but if it was a shop with a lift and all, it could probly be done in one day but nobody wants to fricn work and with a broken back, I just physically can’t anymore!! So I keep on walking………..
Take care brother, be safe out there!!
@@1982MCI I built it over a year for less than 2k from people selling parts cheaply to get cash lol. The whole forged stroker was 1k and I got a 6.0 for 100 bucks. I figure another 900 I should easily get anything else I need. Just deal hunting man!
@@KreatorOfDeath1985 Can't believe all the good shit I've picked up cheap off the forums by the deep pocket guys needing the "next great thing" !
@@danielcarroll5667 that's EXACTLY what I did haha
@@KreatorOfDeath1985 what kit did you use?
Could the 468 / sleeves be done with a factory 6.0 iron truck block? Even perhaps a 6.2 iron block?
yes
Let's see what they do on spray
same-the spray just adds the same amount
What was the compression ratio on the 6.0
11 ish
@@richardholdener1727 thanks appreciate it.
Just get a 6.2 or 7.0
Ls7 blocks are expensive. Sleeved blocks to get 7.0 are right in line with this video 6.2 is still down in displacement from the 408.
no replacement for displacement, (NA), and of course your cam choice, intake/exhaust combo. Add good compression, proper assembly, A/F ratio, timing, fuel, Oh yes, and $$$! Thanks from Calgary AB where today(20/02/2022) it's -18C and about 20 cm snow.
Just happened to see your comment and wanted to say hi from whitecourt AB
You will Never see a RHS Ls block bored to 4.185 in the Real World.
Trash sleeves
You will (and can) when the sleeves get replaced.
this motor ran in a drag and drift car-so it was real world
@@richardholdener1727
To many RHS block and ls7 horror stories...
What! No Boost?
I wish I knew what 1/10th of what you were saying is
I wish I did too
@@richardholdener1727 wait what?
Hello Richard im doing the 454 with the speed master head kit , you didnt list the cam im going with part no# 11-568-4 id like to know your input on it and going to install twins gt45
Wooo 2nd comment!!!
I would like to see that 468 with a big fogger kit
Hey Richard do you mind dropping a parts list to the 408 build, the exact links to everything
the parts used are in the video