TSP 408 C.I.D. LSx Long-Block

Racing Use Only, Not Legal for Road Use

All Texas Speed & Performance 408 C.I.D. LSx short-blocks use a new GM Performance Parts LSx iron block! The standard price includes a fully-assembled GM LSx short-block with a 4.00" stroke crankshaft with your choice of 24X or 58X reluctor wheel.

The standard price also includes your choice of Wiseco, CP Pistons, Diamond Racing, or Mahle pistons. All piston sets listed are 2618 forgings and feature lowered ring lands to accommodate nitrous and boost applications, should the customer choose to use them.

Any TSP 408 LSx will use a 4.03" bore piston set unless otherwise noted. Custom builds are available. We offer multiple brands of connecting rods and crankshafts to suit any type of application. Every engine will come standard with the necessary oil and coolant plugs already installed in the block. We do offer an optional conversion package that will include the LS2 timing cover with a camshaft position sensor, LS2 valley cover, LS2 lifter trays, LS2-specific timing set, and plug-n-play harness extensions for the camshaft position and knock sensor harnesses. This will be required if you are installing the engine into an LS1 vehicle. Feel free to give us a call, and we will be more than happy to put an itemized estimate together for you! We also offer additional discounts if you pay via a cashier's check or wire transfer. All engines will ship via truck freight, so if are purchasing online the shipping costs listed will NOT be correct! We will contact you with a shipping cost after your order has been placed. All prices listed do not include the applicable shipping costs!

Our TSP 408 C.I.D. LSx long-block assembly will include the following items:

Precision Race Components 247cc 6-Bolt Cylinder Heads
Your Choice of TSP Camshaft
LS2, LS3, or LS7-Specific Timing Set
Johnson Hydraulic-Roller Lifter Set with Tie Bars
TSP Hardened Chromemoly Pushrods
ARP Head Stud Kit for 6-Bolt Cylinder Heads
Cometic MLS 6-Bolt Cylinder Head Gaskets
Bolts, Gaskets, & Other GM Items Included: GMPP Camshaft Retainer Plate with Bolts, Rear Main Seal Housing Gasket, Timing Cover Gasket, LS2/LS3/LS7 Valley Cover Gasket, Oil Pump O-Ring, ARP Balancer Pulley Bolt, Oil Pan Gasket, Water Pump Gaskets, Rear Main Seal, Front Crankshaft Seal, Cylinder Head Dowel Pins

We do offer an upgrade to 1/2" head studs for those looking to run a large amount of nitrous or boost. The price listed for the 1/2" head stud upgrade will include the cost of the ARP hardware, as well as the necessary machine work. All of the PRC aftermarket casting cylinder heads already have the larger bolt holes to accommodate 1/2" head studs.

The standard cylinder heads in the long-block assembly come with the PRC cathedral-port 247cc cylinder heads. This will be the option to choose if you are wanting to stay with a cathedral-port cylinder head and intake manifold design. The PRC LS7 cylinder heads will be a rectangular-port design that will require the LS7-specific intake manifold. If you would like to include rocker arms with your engine, be sure to select the appropriate set that corresponds with the cylinder heads you are ordering! The PRC 247cc cylinder heads will require an LS1-style rocker arm set, the PRC 260cc LS3 cylinder heads will require an LS3-style rocker arm set, and the PRC LS7 cylinder heads will require an LS7-style rocker arm set. We have listed the GM rocker arm sets with bolts that include the Comp Cams trunion upgrade kit. This is highly recommended since the factory rocker arms are known for losing needle bearings with aftermarket camshafts!

When selecting your crankshaft, you will see options for a long snout dry-sump crankshaft for factory GM dry-sump oiling. This is what you will need if the engine is being installed in a 2006+ Corvette Z06, Grand Sport, or ZR1. When you select a dry-sump crankshaft, we will automatically make the appropriate changes to the remainder of your engine build. The dry-sump crankshaft cannot use a TSP ported LS6 oil pump, so we will install a new GM LS7-specific oil pump. It will also include other dry-sump-specific items, such as exhaust manifold gaskets, oil pan gasket, and balancer pulley bolt. A dry-sump LS7 does NOT have a provision for an oil dipstick tube, so the dipstick hole on the LSx block will need to be plugged for this application.

We also offer turn-key long-blocks that will include your choice of oil pan, intake manifold, throttle body, etc. We do offer many upgrades to customize your engine, such as ARP bolts and studs, Cometic head gaskets, etc. Please give us a call, and we will be happy to put an itemized estimate together for you.

The small 4.03" bore size in the LSx block allows for considerable cylinder wall thickness, as well as excellent sealing capabilities of the head gasket against the deck of the block. The GMPP LSx block will offer maximum clamping force of the cylinder heads to the block when combined with any of the aftermarket 6-bolt cylinder heads. We also offer optional 1/2-inch head studs for additional cylinder head clamping force. This will only be necessary for the very extreme setups (i.e. 400+ shots of nitrous or 25+ psi of boost). We also offer an expedited service to be able to have your engine built and ready to ship in as little as five business days! The build time will vary according to parts availability. Give us a call for more information!

All TSP engines will include two oil changes worth of Driven Racing break-in oil for no additional cost. Proper break-in oil and procedures for your engine are just as important as the build process! The Driven Racing break-in oil allows for proper ring sealing against the cylinder walls upon start-up, as well as for the break-in period once the engine is up and running. Most off-the-shelf engine oils do not have the necessary ZDDP additives to allow for proper break-in of a new engine, and we want to take every precaution possible to ensure that your new TSP engine receives a proper break-in! We also offer the Driven Racing oil for your new engine once your break-in is complete. We recommend using either the HR2 conventional non-synthetic or the LS30 full synthetic oil. Please note that the Driven Racing LS30 is the ONLY synthetic oil we recommend using in your engine because it retains the necessary ZDDP additives.