After running the ZZ4 at 430 HP engine(I know it is a limited edition But it would only cost $5,000 to get it to 430Hp including the ZZ4)swap in March by my old man who does autobody, custom work, and restoration. He mentioned that one of his buddys has 3 chevy motors, a 396, a 424, and a 454. he sugjested i go with the 396 over any of the other choices. His reasoning behind this is that one, he is old and lives big engines, 2, the 396 can rev higher then the 424 and the 454, 3, he sid $5,000 on the ZZ4 the way i want it is to much. Now take in mind these motors are comming from a hotrod shop out in long island. and I have been in some of this guys cars and they tear $hit up. So I am guessing the 396 wont be to bad if its less then $5,000. Let me know what you all think.

------------------
86Z28, 350 gm crate motor, Borg Warner 5 speed, hurst shifter with line-lock, 3.73's, Edelbrock heads and carb, Edelbrock headers and cat back 3" all the way, 3" cowl induction hood, and K&N air filter.

 

For the purpose of this post I'm guessing you meant 427 instead of 424. Now onto the reply...

If your into serious swap work any of those will do, however all are big blocks. Big blocks = Big bucks. The 396 and the 427 have an identical stroke, both will rev to approxamatly the same rpm given identical build specs. The 454 has a .24" longer stroke but there is alot more to max rpm than stroke, so again, almost identical rpms for the same specs. Figure a 25 hp gain from the extra cubes for each larger engine starting with the 396 being around 425-450.

I won't go into swap issues because that has been discussed several times.

It will be far easier to stay with a small block be it the ZZ430, ZZ4 or whatever you desire. Those are direct replacements for the most part. The only reason to go with a big block is if you feel you have to have one.

 

Yes i did mean 427. you do make a good point to try and stay with the SB. The swap should go much easier and smother like you said. Thanks for your input.

------------------
86Z28, 350 gm crate motor, Borg Warner 5 speed, hurst shifter with line-lock, 3.73's, Edelbrock heads and carb, Edelbrock headers and cat back 3" all the way, 3" cowl induction hood, and K&N air filter.

 

You've been steered in the right direction, but I'll respond only in an attempt to refute a couple of comments orginally made about the big blocks.

1) A 396 will rev higher: There's no particular reason for that, it's all in how they're built. Since the 396 and 427 have the same stroke, that certainly isn't a limiting factor. And, seeing 502's being shifted at over 7000 RPM at the track every time I'm out there tends to make me believe that isn't much of a reason to go with the smaller cubes, either.

2) The ZZ4 costs too much: Having put about $3500 into my 396, and not having the typical "good" parts, I'd say that ZZ4 looks like a pretty good bargin. BBC parts are quite a bit more expensive than SBC parts, but going back to the 396 comment, 454 parts tend to be the least expensive.

You also didn't indicate what use you'll be putting this engine to. Certainly for daily driving, the SBC makes a lot more sense.

------------------
82 Berlinetta, orig V-6 car, now w/86 LG4/TH700R4. 2.93 limited slip. 2-1/2" cat-back, ZZ3 intake, Accel HEI SuperCoil. AMSOIL syn lubes bumper-to-bumper. Daily driver, work-in-progress (LG4 CC system w/'87 LB9 block, ZZ3 cam, ported World 305 heads, Hooker 2055 headers, 3" Catco cat & 3" catback, restalled TC, Spohn SFCs).
57 Bel Air, my 1st car. '66 396, 9.7 CR forged TRWs, Weiand Action+, Holley 750VS w/4150 conversion, GK 270 cam, Magnum rockers, Jacobs Omnipack, 1-3/4" Hedders & 3" Warlocks, TH400 w/TCI Sat Night Special conv & Trans-Scat shift kit, MegaShifter, 3.08 8.2" 10-bolt w/Powertrax, AMSOIL syn lubes bumper-to-bumper. Idles smooth @ 600 RPM in D. Best 15.02/95.06 @ 5800' Bandimere (corrected 13.93/102.4 @ sea level).