Fourth-Gen LS Engine Swap - Finance-Friendly 408, Part 4

Our homegrown iron-block mill finally finds its way under the hood of a project car

Chris Werner Jul 1, 2011 0 Comment(s)
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In the end, Matt Hauffe of Tune Time Performance did a number on the tune. It exhibits great driveability and we have no complaints whatsoever (except the speedo is off a tad, no biggie and a quick fix). I expected significant “surging” at low speeds with a camshaft this large, but happily it is kept to a bare minimum. While the car idles great and sounds downright nasty doing so, Matt made it clear that this cam (251/267 at 0.050, .624/.624-inch lift, 115 LSA) is a poor match for our unported L76 intake manifold, which starts gasping in the midrange and is completely out of breath by 6,300 rpm. Swapping to a smaller, torquier grind and/or replacing the manifold with an aftermarket piece compatible with the tight F-body cowl are options for the future.

However, a further boost in power is not exactly a necessity, because my TA is now the first car I’ve owned that actually scares me. Yeah, I’ve had rides that put more power to the tires, but never anything that came close to these numbers naturally aspirated. There’s something about the raw nature of an N/A mill that’s pretty darn intimidating—and with no turbo to quiet the exhaust or supercharger to muffle the intake snarl, the sound is truly awe-inspiring. Mission accomplished.


SPEC Clutch
Bessemer, AL 35022
Tune Time Performance
Lakewood, NJ 08701




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