Plan

The recommended build

Recipe 2, the daily restomod, plus the compatibility matrix and conflict register

Integration pass, 2026-10-12, revised the same day after a cross-section audit (21 inconsistencies found and fixed across sections 01-19, 82-86, 91-93; the list of changes is in the Verification notes at the end). This section was written after reading all 19 section files in full. It does not re-research parts, apart from the audit checks marked (audit check). Every part number and price below is carried from a section file and keeps that file's confidence level (snippet price, "not confirmed", etc.). I did four small web checks to close gaps; they are marked (integration check) with the source named. All DCR, net-piston-volume, rpm and cost-sum arithmetic was run by script (scratchpad work/calc.py, work/sum.py); the DCR model reproduces the section 02 table to the cent.

0. The short version

  1. Three decisions drive everything else: transmission (sets converter, ratio, crossmember, floor, speedo, controller, column), the engine's static compression plus cam (sets octane tolerance, vacuum, stall), and the front spindle (sets brakes, wheels, drop, headers). Section files made some of these decisions twice and differently; this section makes each once.
  2. The owner's 10.3-10.5:1 target does not survive contact with a truck cam on 93 octane. Design for 9.2-9.3:1 static (9.5 absolute ceiling) with a 230-236 degree (at 0.050") hydraulic roller closing the intake at 41-45 degrees ABDC, DCR 8.4-8.6 (the DCR ceiling is a community rule of thumb, not a builder standard; confidence in section 02). A 489 ci stroker should reach roughly 450-500 hp (about 480 expected) and 520-560 lb-ft at that compression (a reasoned estimate anchored on the published ZZ454/440 and Edelbrock RPM-head tests; no dyno or simulation validates the owner's 500-520 hp goal, which sits at or above the top of that range).
  3. Hydroboost, not vacuum, for the brakes. Every section that touched it agrees, and it also removes the big-block booster/valve-cover fit risk.
  4. Overall recommendation: Recipe 2, the Daily Restomod (489 stroker, Edelbrock aluminum heads, Terminator X Max EFI, Gearstar 4L80E, Currie 9 inch at 3.70, 17 inch wheels, Wilwood ProSpindle four-wheel disc with hydroboost, Vintage Air A/C, the owner's dual 3-inch X-pipe). One cost basis, from section 92: about $48,500-$60,400 in parts and services before roll-up for engine, drivetrain, chassis, cooling, A/C, exhaust and electrical (excluding body), which is $58,300-$77,100 all-in after 10-15% misc, 2-4% freight and 7.6-8.1% Missouri tax; with the Better body/paint/interior tier added (section 92: $7,200-$13,000 before roll-up) the all-in range is $66,900-$93,300. These are sums of section estimates, not quotes; the widest single allowances are the custom exhaust and the A/C evaporator kit.
  5. Cheapest credible path: Recipe 1 (Old-School Carb + TH400), about $33,000-$39,800 before roll-up / $39,600-$50,900 all-in (excluding body; $48,200-$67,000 with the Better body tier), with an honest weakness: about 2,600-3,000 rpm at 70 mph (add ~3% for loaded tire diameter) and a power ceiling near 450 hp.
  6. Biggest unresolved items (full list in section 6): bed length (117.5 vs 131.5 in. wheelbase; tank, brake lines, bed floor and driveshaft branch on it), the Scat kit's actual piston compression height, relief and balance type, what converter flash Gearstar will actually build, fuel-pump/return details of the Holley kits against the Terminator X regulator, 4L80E column-shift pattern, which side the A/C compressor is on and where the Front Runner puts it, hood and firewall clearance (never measured by any section), and the 12-bolt vs 10-bolt and front disc vs drum identification on the actual truck.

1. Facts to verify on the truck before ordering anything (they gate multiple systems)

# Check Why it gates other systems Sections affected
1 Front brakes: disc or drum (owner says drums all around; 1971+ C10s normally had front discs) Decides whether the old spindles can be reused. With the Wilwood ProSpindle or Right Stuff kit the old front brakes are replaced, so this stops mattering for the recommended build, but still read the SPID label 11, 12, 10, 19
2 Rear axle: count cover bolts (12 = truck 12-bolt; 10 = 8.5 inch 10-bolt), read tube stamp and tooth counts Recipe 1 rebuild path only works on a true truck 12-bolt; the 9 inch recipes do not care 09, 12, 10
3 Lug count (expect 5x5 on all 2WD 1973-87 C10) Axle, brake and wheel SKUs are pattern-specific 09, 10, 12
4 Engine: block casting (expect 3999289, two-bolt), deck height (9.800 inch expected; 10.200 would mean a tall-deck block), head casting and chamber cc, piston dish Machine-shop go/no-go, real compression, whether the new-block fallback is needed 01, 02
5 Existing flexplate: tooth count (expect 168) and balance weight Confirms external-balance parts list 01, 05-08
6 Water pump length (expect long, 7-5/16 inch) and whether the A/C compressor is passenger-side A/C kit SKU, water pump, bracket 14, 17
7 Steering shaft spline (13/16-36 vs 3/4-30) and column type (tilt or not, column shift) Borgeson rag-joint adapter, ididit column choice 13
8 Front spring code (6454 vs 6452), ride height, rear leaf pack (F44 8-leaf?) Spring choice, stance 11
9 Tank sticker, bed length (117.5 inch wheelbase = 6.5 ft short bed; 131.5 inch = 8 ft long bed), fleetside or stepside Tank, brake line kit, bed floor, driveshaft length: see section 2.14 04, 18, 06, 12
10 Radiator core support opening (19 or 21 inch core), depth behind the grille Cold Case size, condenser stack 14, 17
11 Hood height over the intake: measure intake plus carb or throttle body plus air cleaner Never measured in any section; gates intake/carb/EFI/air-cleaner/serpentine kit 02, 04, 14
12 Cab and floor rust, frame at body mounts and shock mounts Floor choice depends on transmission; cab-on-frame assumption 18, 11

2. Compatibility matrix

Each row: the constraint, what each side needs, and the resolved pick used in the recipes. Row labels match the owner-requested topics first, then the additional links the section files exposed.

2.1 Cam, converter and transmission

Item Constraint Resolution
Cam grind Sections 02 and 03 disagreed: 02 said 240-250 deg at 0.050" (to hold 9.6-10.0:1), 03 said 230-238 on 110-112 LSA (both now rewritten to this section's answer). A 250 at 110 LSA closes the intake at about 55 ABDC, which is a 260-class cam in effective terms for low-end manners Use the smaller cam and lower the static compression instead. Target intake close 41-45 ABDC at 0.050" (for example COMP Magnum 232, 230/230 on 110 LSA, installed at 106-108 intake centerline = 41-43 ABDC; or a custom 234/240 on 112 LSA at 107 ICL = 44 ABDC)
DCR check (my script, 4.280 x 4.250, 6.135 rod; reproduces the section 02 table; the DCR model does not depend on deck height) At 9.2:1: 8.50 (IVC 41), 8.40 (44). At 9.5:1: 8.78 (41), 8.67 (44). At 9.8:1: 9.05 (41). Community rule of thumb for aluminum heads with tight quench is about 8.0-8.75 (forum threads; an Engine Labs search summary gives 9.0-9.5 static as the conventional pump-gas guidance; Edelbrock tested the RPM head at 9.5:1 for 540 hp; no Wallace/Engine Masters-class page could be retrieved) Static 9.2-9.3:1 puts DCR at 8.4-8.6, inside the rule of thumb with no extra margin. 9.5 is the absolute upper edge for this cam family; 9.8+ needs a later-closing cam (worse for idle and converter) or knock control
Converter stall (conflict, reconciled in the audit) 06 said 2,200-2,500 (TH400, no lockup); 03 said 2,400-2,800 (COMP quotes 2,500+ catalog stall for these grinds); 07 says Gearstar L2 is 1,600-2,200 and L3 2,600-3,600; the L2's internals are rated 500 lb-ft, below the 489's 520-560 Catalog stall figures are quoted for about 230 lb-ft engines (06), so a 460-489 flashes higher than labelled. Spec the converter by actual flash on this engine, not by label: 2,200-2,500 for the non-lockup TH400 (do not go looser); 2,300-2,600 for the lock-up 4L80E. The Gearstar L3's listed range starts at 2,600, which is the label floor, so on a 520-560 lb-ft engine it may flash above 2,800: ask Gearstar in writing what it will build for this cam card, 3.70 gear, 27.9 in. tire and ~4,300 lb (unconfirmed that it will go below the catalog floor); if not, buy the converter from an independent builder. The 230/230 cam does not by itself need 2,600+ (COMP's 2,500+ is a label guideline). Hand the builder the final cam card, gear, tire, weight
TH400 torque limit Stock TH400 rated about 450 lb-ft input (06); sprag unreliable above about 500 (BTE) 460 (about 450-480 lb-ft): 34-element sprag minimum. 489 (about 520-560 lb-ft): Coan COA-22817B drum. Recipe 1 uses the 460, so DIY with 34-element sprag
4L80E torque limit Stock 4L80E rated 440 lb-ft (4L85E 460) (07) 489 needs the Gearstar L3 internals
Flexplate 168 tooth, external balance, 2-piece seal, dual 10.75/11.5 inch converter bolt circles TH400: B&M 20233 (also Hays 10-020, CJ ATF39). 4L80E: Allstar ALL26825. Converter bolt circle must be confirmed with the builder (one owner found only 3 of 6 holes lined up on a mismatched dual pattern)
Converter diameter Stock truck TH400 converter is about 13 inch (11.5 bolt circle); small converters (B&M, Hughes, TCI) use 10.75 Dual-pattern flexplate covers both
Cam and TH400 vacuum modulator Low unsteady vacuum raises line pressure: harsh, late shifts (06) Adjustable modulator plus TransGo 400-1&2 street kit. The 4L80E has no modulator, which is a second point for it

2.2 Cam vacuum, brake booster (vacuum vs hydroboost), power steering pump

Item Constraint Resolution
Vacuum needed vs cam Booster needs about 16-18 inHg; big-cam idle in gear may give 9-10 (12); one poster's 242/248 on 110 LSA made about 5 inHg in gear at elevation (03) Hydroboost in every recipe. 03 left "pump, hydroboost, or keep vacuum" open; 12 closed it. A vacuum pump adds a wired failure point on a teen's truck
Hydroboost kit POL HB2-T7387 ($731.66, includes POL master cylinder and adjustable proportioning valve) vs Hydratech HT-7T-3039K ($860, master cylinder extra, fits 1973-79, requires driver-side PS pump) POL HB2-T7387 for the recipes (fewer loose parts). Hydratech 3039K is the alternate if the stock pedal geometry must be kept (it ships an adjustable pedal rod). Hose hook-up kit is separate ($342.99 rubber, $400.57 stainless)
Steering box pressure ceiling Borgeson 800132 is rated max 1,450 psi and 2.5-3.0 GPM; POL quotes 800-1,400 psi pump output, kit makes up to 1,800 psi line pressure Use a standard-pressure Saginaw-type pump with remote reservoir for big block ($305.41, POL), plus BBC bracket. Do not add a high-pressure pump or a Heidts valve set above the Borgeson limit
Plumbing order Pump, booster, gear, back to pump, in series A weak pump, restricted cooler or clogged filter hurts braking, so fit the inline PS filter ($38.46) and braided hoses
Booster size vs valve cover 11 inch vacuum booster crowds the driver-side cover; tall covers needed for roller rockers (02) Hydroboost has about "7 inch booster" clearance (POL, Hydratech). This removes the largest fitment risk in 02. Still mock up with Proform VC240 tall covers
T56 A clutch pedal conversion bolts to the same pedal hanger as the hydroboost pivot; pedal pivot holes differ by about 1 inch between vacuum and hydro pedals (12) Recipe 3 only. Unresolved: recheck pedal geometry when AP's pedal and the hydroboost rod are both on the bench (section 6, U5)
A/C idle Compressor takes about 200 rpm off idle (17) EFI idle-up input on the Terminator X Max; on a carb, a fast-idle bump

2.3 Headers, steering box, starter, drop spindles, clutch linkage, cylinder-head ports

Item Constraint Resolution
Exhaust port location AFR 265/290/300 (raised 0.375"), Trick Flow PowerOval (raised 0.300") vs Edelbrock RPM (standard location, "any header designed for OEM heads"). Square-body header fit is already a problem Edelbrock 60455 (110 cc) in Recipes 2 and 3, 60435 (100 cc) in Recipe 1. Removes the raised-port header risk
Header flange shape (integration check, re-run in the audit; search-summary level, no fetched vendor page) Edelbrock RPM ovals (60435/60455) are described as square exhaust port in standard location (Edelbrock/CompCams/eagleautoparts listings). Hedman mid-length 1-3/4 inch HH626-V (69170 / 69176) is described by CJ as for factory-profile heads with a square exhaust port, 2 inch HH629-V as round-port. Section 13 had these mis-paired (now corrected); section 15 never addressed raised ports, the Patriot 806-V is described as round-port, and the Remflex 2030 is the 'irregular stock port' gasket Order the 1-3/4 inch mid-length HH626-V family (Hedman 69170 uncoated / 69176 silver HTC), which matches the square port; do not use the Patriot 806-V or any round-port header on the 60455 until its maker confirms. The Elite 63820/69820 and standard 69110/69111 flange shapes against the 60455 port are unconfirmed. Gasket: Remflex 2030 for the stock-pattern port or the gasketless ball-and-socket collector per Hedman. Hold a flange gasket against the actual port before ordering. Raised-port heads (AFR, Trick Flow) remain a separate fit gate
Long tube vs mid-length vs drop 15: truck long tubes hang about 4 inch below the frame (a member measured 1.5 inch ground clearance on a lowered truck); mid-length recommended once drop reaches about 3 inch; 11 targeted 3.5/5 With ProSpindle (2.5 inch front) and a 4 inch rear lowered leaf, ride height lands near 2.5/4. Use mid-length (Hedman 69176). Long-tube Elite 63820/69820 is fine only for Recipe 1 (2 inch front drop)
Steering box PS box is about 5 inch wide; headers, box and frame compete. Borgeson 800132 bolts to the stock location; rack and pinion is header-risky on a 454 Borgeson box first, test-fit headers with the box installed, second. Verify BBC frame perches and motor mounts first (13)
Upper control arm nut / idler Primaries get dented for clearance on drop-spindle trucks (15) Expect to dent a primary or order car-style tubes; mock up with the Wilwood ProSpindle (its upper ball-joint seat differs from stock)
Starter Stock starter wears a groove in the header and heat-soaks Powermaster 9526 gear-reduction (168T angled bolt) with aluminum heat shield; Ford-style remote solenoid if hot no-crank appears. Header selection precedes starter choice
Oil filter Driver-side primary can touch the filter Short filter or remote relocation
Plug wires #5 and #7 are close to headers MSD 31369 (or equivalent) with DEI Protect-A-Boot; custom lengths are likely
O2 sensor bungs Holley wants the sensor 1-10 inch past the collector, 10-2 o'clock, with at least 18 inch of pipe after it (Sniper 2); Hedman does not offer bungs; Elite parts are ceramic coated Weld bungs into the first piece of the custom pipe behind each collector, not into the coated headers (the owner or shop does this after the drivetrain is in). Tell the pipe builder before fabrication
Clutch linkage (T56) Z-bar linkage hits headers; hydraulic does not All T56 kits here are hydraulic (AP HMGM40006 under-dash master). No Z-bar
4L80E / T56 crossmember vs exhaust Crossmember sits further back (about 1.5-2 inch longer unit; one source says about 6 inch crossmember move, another "one bolt hole") Plan the owner's X-pipe (or an H-pipe if the tone is wrong) and the 3 inch duals in the same pass as the crossmember; Hooker BlackHeart BHS500+BHS549 ($259.95) and BHS550 ($318.95) are LS-oriented, so treat as a starting point

2.4 EFI, 4L80E controller, wiring

Item Constraint Resolution
Controller Quick 4 + carb TPS (two boxes) vs Terminator X Max with trans control (one box for fuel, spark, fans, A/C input and 4L80E) EFI with the Terminator X Max Stealth 4150, 550-1013, in Recipe 2. SKU map (audit; SD Parts 550-1013 page fetched, the rest search summaries of Holley/JEGS/efisystempro): 550-1011 (shiny), -1012 (black), -1013 (gold) = Stealth 4150, 4 injectors, 650 hp NA, trans control for pre-2009 4L60E/4L80E; 550-1014/-1015/-1016 = the same with 8 injectors, listed as discontinued on holley.com; 550-917 and 550-920 = LS-engine Terminator X Max kits, not for a Mark IV; sections 04, 07 and 16 now agree. Quick 4 ($795, or Gearstar's $950 kit with TPS) is the fallback only for carb + 4L80E. 04 shows the two paths cost within about $0-100 of each other
4L85E Holley does not list 4L85E trans control Buy a 4L80E (Gearstar builds it as one)
Missing item (integration check, confirmed by a second search in the audit) Terminator X Stealth 4150 uses an external regulator, base 58.5 psi (Holley crossover+regulator kit 534-237: billet regulator preset 58.5 psi, bracket, braided crossover hose, bowl standoffs; JEGS and fpautoparts search summaries; Holley 12-886 or equivalent), not the Sniper's internal one that section 04 assumed Holley 534-237 (price not confirmed; section 92 carries a $150-245 allowance) is now in the Recipe 2 bill of materials and needs a return line to the tank. Confirm against Holley's current instructions before ordering
Fuel kit Holley 19-454 tank kit has supply and return ports (integration check, Speedway/Eckler's listings), 400 LPH, up to 60 psi Return-style, so it is compatible with the external regulator above. It was out of stock at Eckler's (MSRP $1,153.95, $1,065.95 listed). Tanks Inc TM11A-T ($300) + Holley 12-136 return module ($675.95) is the second source; confirm the module flange mates with the TM11A-T opening (04 flagged this unconfirmed)
Ignition Carb: curve-tuned DUI CH33771. EFI: Holley HyperSpark 565-309 (Mark IV tall deck, Hall, locked out, needs HyperSpark box and coil; Sniper 2 also 558-329) Recipe 2: HyperSpark. Recipes 1 and 3: DUI
Distributor gear (conflict, 03 vs 05; closed in the audit) 03 said hydraulic rollers need melonized/nitrided and bronze is wrong; 05 said the HyperSpark gear is cast iron and MSD's bronze gear is for steel/roller cams. Street Muscle's compatibility guide (fetched): ductile-iron (SADI) retrofit hydraulic rollers, recognizable by the "-8" part-number suffix (COMP 11-450-8), are compatible with iron gears; billet-steel rollers need bronze or melonized; melonized works on any core. COMP's tech summary lists composite as compatible with every core For the COMP CL11-450-8 kit: buy a melonized (or COMP composite) gear, which is safe on any core; cast iron is acceptable on that ductile-iron core; ask COMP in writing to confirm the core. A custom billet grind needs bronze or melonized, never iron. Retrofit roller cams also need a thrust button and a wear plate (COMP)
Harness Painless 20205 ($754.99) does not support TBI or computer-controlled carbs; AAW 510347 ($960-$1,024) has room for EFI and aftermarket gauges. Neither includes the Holley harness or fan relays AAW 510347 for Recipe 2; Painless 20205 for the carb recipes. Add a Bussmann RTMR relay/fuse block on the firewall for fans, fuel pump, EFI, A/C. Power the Holley ECU and 4L80E from their own fused relays
4L80E harness BPP558405 4L60E/4L80E trans harness is $299.99 (16) Unclear whether the 550-1013 box ships with it (section 92 carries a $0-300 allowance). Ask Holley before ordering
Speed signal TH400: Dakota SEN-01-128 replaces the cable. 4L80E: electronic output sensor. T56: VSS Use the Dakota RTX-76C-PU-X cluster (accepts any speed source). Skip the $400 Dakota ECD-200BT cable adapter that 07 priced; it is only for keeping a cable cluster. Add Dakota BIM-01-2-HLLY ($133) for Terminator X data
Dakota calibration A tire or gear change means re-flashing the EFI/trans tune and the speedometer Do speedo/ECU calibration after the final tire and ratio are installed

2.5 Fuel tank or cell location vs exhaust routing

Item Constraint Resolution
Tank location 1973-81 short bed (117.5 in. wheelbase): 16 gal frame-mounted tank ahead of the rear axle (04, 18). Long bed (131.5 in.): different tank (section 2.14) Short bed: Tanks Inc TM11A-T or Holley 19-454. The tank sits under the bed floor, so repair bed crossmembers before the tank goes in
Exhaust routing Over-axle with angled tips is the preferred routing (15); the stock spare-tire carrier is the main obstruction; a flip kit or C-notch changes it entirely (15, 11) Decide the rear suspension first, then route the pipes. With the recommended lowered leaf pack (axle stays under the spring) there is room for over-axle or side exit; with a flip kit (Recipe 1), plan side exit ahead of the rear wheel. The Recipe 2/3 pipes are the owner's dual 3 inch with an X-pipe and resonators
Heat and lines Fuel lines run along the frame past the header collectors and X/H-pipe Hard line along the rail, braided PTFE only at flex points, shield any line within reach of the headers
Pump position External pumps near headers cause hot-restart and vapor problems In-tank pump in every recipe
Bed floor and tubs CJ WBFK2 includes 4 inch wider tubs; AMD 106-790-4073-64S requires separately bought tubs (18) With 275/50R17 on 17x9 and a stock-width 9 inch housing, forum evidence shows plenty of room, so no tubs are needed: use BFLP2 ($899.99) or AMD floor with factory-width tubs. Tubs are only needed if tires go wider than about 295

2.6 Tire size, drop, wheel backspacing, brake-kit clearance, rear axle width

Item Constraint Resolution
Front spindle (conflict, 11 vs 12) 11 recommended Belltech 3100/3200 3 inch spindles (rotor thickness dependent); 12 recommended Wilwood ProSpindle 831-14202 (2.5 inch drop) or Right Stuff 2 inch kits. Only one spindle can be on the truck The brake kit picks the spindle. Recipes 2/3: Wilwood ProSpindle 831-14202 ($889.34) + Wilwood 140-15302-D 12.19 inch ($1,199-$1,373) [or 15303-D 13.06 inch, $2,156, 17+ inch wheels only]. Recipe 1: Right Stuff THB7355DP-P with its 2 inch drop spindles. Belltech 3100/3200 are dropped, which also makes the rotor-thickness question moot. Do not mix brands (Detroit Speed spindles need their own Wilwood kits)
Real front drop A 3 inch spindle measured 1.75 inch on one truck; drops are often less than advertised (11) ProSpindle 2.5 inch with the stock-rate 6454 spring (about 2-2.5 inch real). Spindle drops do not change spring or shock length, so the Bilstein 55-R033 length concern in 11 (spindle + 1 inch spring) does not arise
Wheel size 13 inch Wilwood rotors need 17 inch+; 12.19 inch and Right Stuff 11 inch fit 15 inch (12) Recipes 2/3: 17 inch. Recipe 1: 15 inch
Backspacing Fronts at 4 inch or less (clears lower arm and caliper), rears 4.5-5 inch; US Mags Scottsdale/Baja 17x9 at 4.53 inch BS fits the rear but is too deep in the front; VN515 17x9.5 +8 mm is about 5.5 inch BS and too deep Front 17x8 at 4 inch BS or less; rear 17x9 at 4.5 inch BS. Check the front wheel against Wilwood's clearance diagram before buying (12 never confirmed the minimum wheel for the 12.19 inch kit)
Tire size Gear tables assume 28 inch spec; real rolling diameter is about 3% smaller (section 2.8) Front 245/50R17 (26.65 inch), rear 275/50R17 (27.83-27.87 inch spec, 27.03 inch rolling, Nitto NT555 G2 $249 each). The NT555 G2 is a summer tire: add a winter or all-season set for a Kansas City teen (all-season 275/50R17 price not confirmed)
Rear housing width Currie stock 73-87 width 63.625 inch (wheel-mount to wheel-mount); Moser 12-bolt axle fits only 63.625 inch housings Currie GMC7387X5 5-lug at stock width; no custom width needed
Rear brake kit (conflict, 09 vs 12) 12's picks (SSBC A126-1BK-DS, LEED RC6002, CPP DBR320-V) are for the GM 10/12-bolt flange. 09's pick is the Ford 9 inch In 9 inch recipes use a Ford-9-inch end kit: Currie ends accept Explorer, POL or Wilwood discs; Ridetech's Wilwood system lists a 2.5 inch offset 9 inch variant; CPP 12 inch kit 9RBP126-V is for Ford 8/9. Price not confirmed for these; the SSBC/LEED kits remain correct for Recipe 1's 12-bolt
Parking brake Disc-kit parking brakes are the weak point (hill hold) Test on a real hill; SSBC and LEED reuse the factory cables (12-bolt only)
Speedometer Each tire or gear change moves the speedo Electronic cluster, calibrate after final fit
Alignment Dropped C10: caster +5.0, camber -0.5 to -0.75, toe 1/16 in (forum numbers, not GM spec) Alignment after the wheels, tires and ride height are final; American Fusion Wheels $89-$129

2.7 Accessory drive, A/C compressor, alternator, water pump length

Item Constraint Resolution
Water pump All Mark IV big blocks use the long pump (about 7-5/16 inch). Standard rotation = V-belt; reverse rotation = serpentine. Stewart 21123 is reverse rotation Section 14's Good tier pairs the Stewart 21123 (serpentine only) with a V-belt radiator; that is wrong. V-belt builds need a standard-rotation long pump (Edelbrock Victor 88513, $385-$431; Stage 1 iron standard rotation about $130-$147, verify)
Alternator pulley Powermaster 57803/57401/Tuff Stuff 7127K6G12 are serpentine; stock '77 is V-belt (67461-362, 7127NK12) Match to the drive chosen
V-belt slip A 140 A CS130/CS144 on a single V-belt can slip (05, forum) Another reason the Daily Restomod goes serpentine
Drive choice (14 vs 17 conflict) 14: V-belt first, serpentine when A/C goes in. 17: SureFit 945619 for V-belt, or a different (evaporator + condenser + Front Runner) set for serpentine, about $4,500-$5,000. Buying the V-belt set first wastes an alternator, a water pump and brackets Pick the drive once, at engine assembly. Recipe 1 stays V-belt with SureFit 945619. Recipes 2 and 3 go serpentine from day one (sections 05, 14 and 17 now say the same): Vintage Air Front Runner 174060BCA ($2,722-$2,760 in the 2026-10-12 snippets, $2,667 in an earlier one) includes the Stewart pump, alternator (140 A in most listings, 170 A single-wire in the latest search summary), SD7 or 7B10 compressor, PS bracket, tensioner, belt. Mount the compressor and leave it unplumbed until the A/C phase
A/C kit duplication 945619 already includes compressor and BBC brackets; do not also buy Old Air 40-116R or an SD508 (17) In Recipes 2/3 buy only the SureFit evaporator (cab-side) kit plus condenser kit 021573 ($358.99); price of the evaporator-only kit not confirmed
PS pump vs A/C bracket A square-shouldered pump hit the A/C bracket on a 1976 C10 454 (14) Use the pump that the Front Runner or the chosen bracket is designed around, not a loose pump
Compressor rpm Sanden 508 limited to 6,000 rpm sustained; engine target 5,500-6,000 Pulley ratio must keep compressor under limit at redline, or accept A/C off at wide open throttle. Not an issue at 2,000-2,400 rpm cruise
Compressor side (audit; unresolved) 17 and 15 assumed a passenger-side compressor (Old Air 40-116R / 40-118R, SureFit 945619); 14 priced a CVF kit with a driver-side Sanden and an Old Air 51-7380DS condenser kit "for driver-side compressor"; 05 mentioned an A/C box near the distributor (that is the cab-side evaporator box on the passenger firewall, not the compressor). Search summaries show both layouts are sold for 1973-80 trucks (Old Air passenger-side Hurricane kit; Classic Industries driver-side bracket for long-pump 396-454 C10s; CJ passenger-side bracket for short-pump engines) The truck's compressor side and water-pump length are unverified (check #6). The Front Runner's compressor position on a C10 is undocumented in everything retrieved: get Vintage Air's install sheet before ordering. If the truck is driver-side, the condenser kit and hose routing change
Header vs compressor A compressor near a primary (either side) Mock up with the actual headers before cutting hoses (17)
Hood clearance Front Runner, Holley 20-242 and Vintage Air kits have no hood-clearance report in any section Measure first (item 11 in section 1). If it fails, Recipe 1's V-belt layout is the known-good fallback

2.8 Gearing, transmission, tire (corrected ratio table)

Two bases are shown because the spec-sheet diameter overstates the loaded rolling diameter by about 3% (audit finding; section 91): spec basis = mph x axle x top-gear ratio x 336.13 / 27.87 inch (the Nitto NT555 G2 275/50R17 spec diameter; the GM 12-bolt rows use a 28.0 inch tire at spec); measured basis = mph x tire revolutions per mile / 60 x axle x top-gear ratio, using the published 746 rev/mi for the Nitto (rolling diameter 27.03 inch; 743 rev/mi, 27.14 inch for the BFGoodrich 275/60R15 28.0 inch tire). Plan around the measured columns. Zero converter slip (a non-lockup TH400 adds 100-200 rpm).

Combination 65 mph spec 70 mph spec 65 mph measured 70 mph measured Verdict
TH400, Ford 9" 3.50 2,744 2,955 2,829 3,046 Too busy for the brief
TH400, Ford 9" 3.00 2,352 2,533 2,424 2,611 Best a 9 inch TH400 can do; 3.00 is available in Currie's range; launch is lazy but a 489 has the torque
TH400, GM 12-bolt 3.08 (28 inch) 2,403 2,588 2,479 2,670 Best TH400 option if the axle already carries a 3.07/3.08
TH400, GM 12-bolt 3.42 (28 inch) 2,669 2,874 2,753 2,965 Acceptable, loud; add 100-200 rpm of converter slip
4L80E (0.75), 9" 3.50 2,058 2,216 2,121 2,285 Calm; slightly soft first gear (8.7:1)
4L80E, 9" 3.70 2,175 2,343 2,243 2,415 Recommended (equals the GM 3.73 that sections 07 and 10 wanted, but a ratio that actually exists in a 9 inch)
4L80E, 9" 3.89 2,287 2,463 2,358 2,539 Livelier, still fine
T56 close ratio (0.63), 9" 3.70 1,827 1,968 1,884 2,029 Recommended (matches 08's 3.73 figure)
T56 (0.63), 9" 3.89 1,921 2,069 1,981 2,133 Acceptable alternative

Sections 07 and 08 assumed 29-30 inch tires; the recommended rear tire is 27.9 inch spec (27.0 inch rolling), so their 3.73 recommendations become 3.70 on the Ford 9 inch (or 3.42-3.73 on a GM 12-bolt) once the tire is fixed; choose the gear after the tire.

Conflict resolved and the source sections now edited (audit): section 09's T56 guidance (3.89-4.11 for "1,630-1,730 rpm") assumed the 0.50 sixth; Tremec's own blog (tremec-blog.com ?p=697) says the .74/.50 set was eliminated on the wide-ratio Magnum and replaced by .80/.63, although AP, SST, Bowler and Mal Wood still list .50. Only the 0.63 sixth is verified; the 0.50 rows in 08, 09 (now 0.63), 10 and 91 are reference only. With the shipping close-ratio box (0.80/0.63), 3.70 is the right Ford ratio. A Ford 9 inch third-member swap takes about an hour (09), so a wrong ratio is cheap to fix.

2.9 Rotating assembly, balance, damper, flexplate, flywheel

Item Constraint Resolution
Balance type Stock 454 crank is external; some forged kits are internal. 01 said the Scat 942-1-42452 balance type was unconfirmed; 05-08 and 19 all assume an external flexplate and flywheel (Integration check) One earlier search summary of the JEGS listing said the assembly is unbalanced and externally balanced; a second summary in the audit confirmed 'unbalanced' (it ships needing balance) but did not repeat 'external'. Treat as likely but unconfirmed, and get written confirmation from Scat/JEGS and tell the machine shop to balance to the external-balance damper and flexplate
Parts list if external Damper Fluidampr 800111 (8 inch, external) or ATI 917740; flexplate B&M 20233 / Hays 10-020 / CJ ATF39 (TH400) or Allstar ALL26825 (4L80E); flywheel Centerforce 754173 (T56) Do not use Fluidampr 620111, ATI 917060/917065, TCI 399554 (153 tooth), TCI 399973 (Gen V one-piece), CJ ATF43 (292 six), Centerforce KDF241042, or McLeod 6405807 (LS)
Rear seal 1977 block is 2-piece Fel-Pro 2904; all Gen V/VI parts are wrong
Starter pattern 168T uses the angled-bolt starter (Powermaster 9526) Count teeth on the old plate first

2.10 Oil pan, crossmember, stroke

Item Constraint Resolution
Pan Moroso 20416 and Canton 15-320 are car-spec (Chevelle/Camaro) pans not documented for a C10 A C10-verified rear-sump pan with 4.25 inch stroke clearance. Assault Racing A9294-2 is the forum favorite ($52.02, stroker clearance not confirmed): call Assault Racing. Fallbacks Moroso 20403 or MO21047 (C10 fit unconfirmed)
Order Pan sump, crossmember, steering box and headers share the same space Fit the pan on the engine in the truck, with mounts, before final steering and header decisions
Mounts BBC frame perches and mounts needed; small-block mounts with shims are the proven fix CJ 602395-V ($13.29 from) or QA1 7740-375 (only for the QA1 crossmember)

2.11 Heads, intake, carb or throttle body, valve covers, hood

Item Constraint Resolution
Intake Oval-port heads need an oval-port manifold (Fel-Pro 1212) Edelbrock Performer RPM Air-Gap 7561 (about $439). Edelbrock's fitment list excludes some hoods (Corvette, '64-67 Chevelle, '67-81 Camaro); a full-size truck hood is not on it but is unmeasured
Valve covers Roller rockers need taller covers; Proform VC240 ($361.95), Holley tall covers, Speedmaster C10 cover Test-fit with hydroboost in place
EFI throttle body "Stealth" 4150 bodies are lower than standard Sniper Helps hood clearance; not verified
Plugs Edelbrock heads take 14 mm x 3/4 inch gasketed plugs; Champion RC12YC if headers crowd NGK heat range 7 to start (05)
Emissions Edelbrock/AFR heads and Hedman Elite are not legal on pollution-controlled vehicles; KC metro (Jackson County) has no emissions test; biennial safety inspection only (02, 18) No action; Missouri's repeal of safety inspection failed in 2026 and may return

2.12 Transmission, floor, crossmember, column, seats

Item Constraint Resolution
Floor 18: low-hump 2WD floor (FLP51, $662.99) is the TH400 column-shift floor; 4L80E is longer, mock up; T56 needs a high-hump or extended cover Decide the transmission before welding a floor. Trial-fit the 4L80E on the real floor
Column shift vs floor shift (conflict, 13 vs 07 vs 08) 13: keep column shift with TH400 or 4L80E. 07: column shift with 4L80E is a fabrication project (overdrive pattern, rod, pivot, often loses manual low or Park detent). 08: T56 needs a floor shifter TH400: factory column rebuilt (or ididit 1540760010, $1,461). 4L80E: ididit 1540760010 + Lokar 4L80E cable kit, but only after both makers confirm the OD gate pattern and short-shaft requirement; otherwise a floor shifter (U3 below). T56: ididit floor-shift column 1520760010 ($1,056)
Seats Bench seat with T56 forces mid-shift or reach problems (08) Recipe 3: TMI So-Cal buckets with headrests (SEAT379B1F-V, from $1,076.99) + console. Recipes 1/2 can keep a bench with 3-point belts ($344.95 Seatbelt Planet, mix of 2- and 3-point) or use buckets
Cooling lines TH400 lines CTT1021S are listed for 3/4 ton 2WD; Cold Case trans fitting is 5/16 inch inverted flare while factory TH400 lines are 3/8 Adapters or AN lines
Cooler Derale 13504 (24 row, TH400) vs 40-row Derale 54088 (-8AN, about $492) for 4L80E/500 hp As listed per recipe
Cab mounts Torque loads cab mounts; replace bushings now Prothane CABMOUNT9 ($85-$101)

2.13 Electrical load budget (new; no section did this)

Estimates for a hot Kansas City idle with everything on, from the loads named in sections 04, 05, 14, 16 and 17 (my sum, not measured; the ECU loads are not published in the sections):

Load Approx. amps Source of figure
Dual 14 inch electric fans, high 40-50 14 (forum: about 40 A for a 5,000 CFM dual setup)
In-tank EFI pump (400 LPH) 10.4 Holley 19-454 listing (10.4 A at 60 psi)
Ignition and ECU 8-12 estimate
A/C blower and clutch (Gen 5) 15-25 estimate
LED headlights, running and gauges 10-15 estimate (LEDs draw less than halogen)
4L80E solenoids and TCM functions 5-8 estimate
Radio 5-10 estimate
Total, worst case about 95-130 A

A 140 A one-wire alternator makes roughly 100 A at idle (one retailer line, a 150 A unit giving about 100 A at idle; unverified). Confidence in this table is low: the ECU, blower, lighting and radio rows are my estimates, and the fan figure rests on one forum thread. The latest search summary of the Front Runner kit lists a 170-amp single-wire alternator, which would ease the worst case if confirmed. That is tight in the worst case. Controls: stage the fans on temperature (not both on high continuously), set idle-up with the A/C, use 1/0 or 2/0 big-3 cables and a mega fuse sized to the charge wire, and verify battery voltage at hot idle with everything on. If voltage sags below about 13.3 V, step to the Powermaster 200 A (67805, about $738) or a Front Runner kit with a 170 A alternator if confirmed. This is the main reason I would not skimp on the alternator in the EFI recipe.

2.14 Bed-length branch (added in the audit)

The brief and the sections never established bed length, yet four cost lines and the driveshaft depend on it. Short bed = 117.5 inch wheelbase, 6.5 ft box; long bed = 131.5 inch wheelbase, 8 ft box. Measure axle centerline to axle centerline and read the tank sticker. Section 92's totals assume the SHORT bed.

Item Short bed (priced) Long bed (not priced unless stated) Status
Fuel tank Tanks Inc TM11A-T 16 gal $300 (fetched); Holley 19-454 kit $1,066-$1,154 Tanks Inc TM1A 20 gal 56 x 14-1/8 x 11 in. $170 and TM1A-T EFI kit $621.95 (search summaries); Holley 19-455 (price n/c); CJ FT69 20 gal; CJ FT98 25 gal behind the axle (1973-80) Long-bed pump-module / return fit with the Terminator X not confirmed
Brake line kit CJ BLK7302S $189.99; Right Stuff TBS7380S $225.75 CJ long-bed stainless $199.99-$232 (per section 12); Classic Tube CT1156S (1976-80 long bed, power) price n/c Right Stuff long-bed equivalent not researched
Bed floor / crossmembers CJ WBFK2 $1,479.99, BFLP2 $899.99, AMD 106-790-4073-64S $1,339.99 not researched; no long-bed part or price in section 18 Gap
Driveshaft One-piece custom 1350 shaft plausible (inference only; no source) The one owner report (85 C20 long bed, Gear Vendors) needed a two-piece shaft with a carrier bearing; a 4L80E is 1.5-2 in. longer than a TH400, so a long bed may too Shaft builder decides after measuring at ride height; two-piece price n/c
Fuel lines, frame hardware short-bed runs longer runs Not priced

3. Conflict register (every place the section files disagree, and how it was resolved)

ID Conflict Sections Resolution Residual risk
C1 Compression target: brief 10.3-10.5:1; 02 said 9.6-10.0 (9.8); 01 said 9.5-9.8 for a teen; 03/04/05/15/19 still cited 10.3-10.5; Howards CL120265-12 needs at least 10.0 brief, 01-05, 15, 19 9.2-9.3:1 static (9.5 ceiling), intake close 41-45 ABDC, DCR 8.4-8.6, adopted in 01, 02, 03, 04, 05, 19 and 91-93 in the audit. For 110 cc heads on the 489 that is a net piston volume of +0.9 to -0.6 cc (forged flat top with no or minimal relief: 9.26 at zero relief, 9.0 at +4 cc; script). The Scat 942-1-42452 kit's actual piston (type, compression height, relief cc) is unconfirmed (U1), so 9.26 and 9.0 are design targets, not what the kit ships with; the vendor's own 9.4:1 at 112 cc cannot be reproduced. Do not buy the Howards CL120265-12 Octane tolerance depends on real chamber cc, deck and quench; verify with the piston maker. The DCR ceiling is a community rule of thumb
C2 Displacement vs head: 01 recommends a 489; 02's Path A was a 460 with the AFR 3610 (rated to 468 ci; "do not put the 265 on a 496"); the 3610 is out of stock; 02's dome tables skipped the 489; 92 priced the 3610 01, 02, 92 489 with Edelbrock 60455 (110 cc, standard exhaust location, 1,500-6,500 rpm rating, Edelbrock's 540 hp at 9.5:1 test on a 454). 02 now has the 489 net-piston and DCR tables and recommends the 60455; 92 prices it. AFR 290/300 is the alternate only with headers that clear raised ports 60455's 110 cc chamber is less tidy than a 100 cc but works at the low target compression
C3 Cam size: 02 said 240-250 at 0.050; 03 said 230-238; 03's Path A cam needs 10:1 02, 03 Smaller cam, lower compression (row 2.1); 02 and 03 rewritten to match Final grind must come from the cam maker with the real card
C4 Balance type unresolved in 01, assumed external in 05-08 and 19 01, 05-08, 19 External; written confirmation required; the first integration check reported external (not repeated in the audit; still needs the written confirmation) If the shipped parts are internal, five part numbers change
C5 Converter stall numbers: 2,200-2,500 (06) vs 2,400-2,800 (03) vs Gearstar L2 1,600-2,200 / L3 2,600-3,600 (07); L2 internals rated 500 lb-ft 03, 06, 07 Spec by actual flash on this engine: 2,200-2,500 (TH400), 2,300-2,600 (4L80E); 03, 06, 07, 84, 86 and 91 aligned in the audit (2.1) Not confirmed that Gearstar will build its L3 below the catalog 2,600 floor (U17)
C6 Brake assist left open in 03; hydroboost chosen in 12 03, 12 Hydroboost PS pump and Borgeson limit, T56 pedal
C7 Spindles: Belltech 3100/3200 (11) vs Wilwood ProSpindle / Right Stuff (12) 11, 12 Brake kit picks the spindle Wheel clearance with the 12.19 inch kit unconfirmed
C8 Rear disc kits for the GM flange (12) vs Ford 9 inch (09) 09, 12 Ford-9 end kits Price and exact kit not confirmed
C9 Flip kit + C-notch (11) vs Currie housing with "OEM-location spring pads" and a stiff F44 leaf pack (09, 11) 09, 11 Performance Online lowered leaf pack RLS7387S6 ($895.74, 3 or 4 inch drop, order the 4 inch) with Bilstein B6 rears. If a flip is wanted, order the Currie housing with the pads positioned for it, and add the C-notch (TCI $450 or UMI $229.99) Leaf pack capacity vs F44 not stated; Currie pad position for a flip not verified
C10 Header: long-tube Elite (15 default) vs mid-length for deeper drops; 11's 3.5/5 target; raised ports; port shape (13 vs this check) 02, 11, 13, 15 Mid-length 1-3/4 inch (69176) on Edelbrock heads; 13, 02 and 15 corrected in the audit (square-port HH626 family; Patriot 806-V described as round-port, not for the 60455) Shape claims are search-summary level; HTC price not confirmed (HH626-V from $437 uncoated); steering-box fit still a mock-up item
C11 X-pipe wanted in the brief; 15 made an H-pipe the default from one Jalopnik summary; 2.5 inch kits vs 3 inch wish brief, 15 Owner's path restored: dual 3 inch with X-pipe plus resonators; the H-pipe is an option (Jalopnik and Pypes fetched in the audit: H-pipe deeper tone, X-pipe higher pitch, neither fully cures drone; taste-driven). 2.5 inch Flowmaster kit with H-pipe stays as the Recipe 1/budget path Drone at about 2,000 rpm cruise is muffler-driven; resonators and mufflers are a bolt-on later. The 3 inch fabrication allowance is one shop's self-published range
C12 Accessory drive: V-belt first (14) vs V-belt SureFit (17) vs serpentine at A/C time; wrong-rotation Stewart pump in 14's Good tier 05, 14, 17 Decide once at engine assembly (row 2.7); 05, 14, 17 and 92 now agree: Recipes 2/3 serpentine from day one, Stewart 21123 labelled serpentine-only Hood clearance of serpentine kits (U7)
C13 Cooling sized for Path B (14) while the recommended engine is Path A 14 489 + A/C + Kansas City traffic: start from the Cold Case 21 inch dual 14 inch kit (GMT556A21-1SK-GSWT, $816.54) and apply section 14's new heat-rejection estimate (about 50-60k BTU/h hot idle, 140-160k cruise, 350-500k on a grade, ~1M BTU/h wide open; my arithmetic, +/-30%) and pass/fail hot-day test (coolant at or below ~210 F with A/C on after 30 min stop-and-go and a 70 mph climb); escalate to a 3-4 row core or the Be Cool module ($1,575-$1,885, out of stock) only if it fails. Mechanical-fan fallback (Torqflo 18-6996, $86.50) is kept as the fail-safe option Cold Case publishes no BTU/h rating, so margin cannot be computed; core-support depth with the 0.75 inch condenser is unmeasured (U9)
C14 Fuel: 12-129 returnless (dead end), 12-136 return, 19-454 kit; Terminator X Stealth regulator not in 04's BOM 04 19-454 or TM11A-T + 12-136, with external 58.5 psi regulator for the Stealth (add 534-237) Pump flange fit; regulator price
C15 Controller: Quick 4 vs Terminator X Max vs Sniper 2 551-103 (needs Sniper 2) 04, 07, 16 Terminator X Max in the 4L80E recipe Trans harness inclusion
C16 Distributor gear material (cast iron HyperSpark vs roller cam) 03, 05 Closed: iron gear acceptable on ductile-iron COMP "-8" cores, bronze or melonized for billet-steel cores, melonized or composite safe on any core; buy melonized or composite for the CL11-450-8 and confirm the core with COMP in writing (rows 2.4; 03 and 05 corrected) None for the COMP kit; a custom billet grind needs the maker's answer
C17 Gear ratios: GM 3.73 (07, 08, 10) vs Ford 9 inch ratios (09); T56 0.50 vs 0.63; spec vs loaded tire diameter 07-10, 91 Table 2.8 (spec and measured columns); 08, 09, 10 and 91 edited in the audit: only the 0.63 sixth is verified, 0.50 rows are reference only; rpm +3% for loaded diameter 0.63 sixth is the only verified box
C18 Wheel offsets: Scottsdale 17x9 at all four corners, VN515 17x9.5 +8 mm 10 Front 17x8, rear 17x9 Wheel part numbers for 17x8 not confirmed
C19 Speedometer: Dakota ECD-200BT cable adapter ($400) vs RTX cluster 07, 16 RTX; skip the adapter None
C20 Column shift vs floor shift 07, 08, 13 Row 2.12 OD gate pattern unverified
C21 Oil pan: car-spec pans named, true C10 pan unconfirmed for 4.25 stroke 01 Assault Racing A9294-2 after a call Stroker clearance
C22 Alternator: 140 A "enough" (05) vs undersized alternators kill electric-fan setups (14) 05, 14 Load table 2.13; 200 A fallback Real idle output
C23 Steering box pressure limit vs hydroboost 12, 13 Standard-pressure pump None
C24 Local shop capability: no KC shop confirmed for Mark IV hot-tank/Magnaflux/deck or a performance 4L80E/TH400 01, 19 Call Shaky B's first, QCKC second, with the exact question list in section 19; buy the 4L80E built from Gearstar All local leads are unverified
C25 "Drums all around" vs front discs brief, 11, 12 Moot with ProSpindle/Right Stuff, still read the SPID None

4. The three recipes

All recipes: naturally aspirated, 93 octane only, mechanical fuel pump deleted (Edelbrock 4021 plate), in-tank pump, Hydroboost brakes, Borgeson 12.7:1 steering, cab-on-frame body repair (section 18), cab mounts replaced, regular plates with safety inspection.

Recipe 1: Old-School Carb + TH400 ("keep it simple, 450 hp")

Character: 460 ci, mild lope, carburetor, three-speed. Quiet-pedal, screwdriver-serviceable. The weakness is highway rpm and a power ceiling of about 400-450 hp.

System Pick Key part numbers and price (source section)
Block / bottom end .030 over (4.280), stock 4.000 crank polished, stock rods resized with ARP bolts, ARP 135-5402 studs, align hone, zero-deck, forged pistons (flat top, net relief about +4 cc, ordered at CH 1.665" for a 0.004" deck on the verified 9.800" deck), Clevite 77 bearings, Melling 10778 (standard-pressure spring), C10-verified rear-sump pan, balanced external About $2,000-$3,000 complete (01, B+). Falls back to a new Dart Big M 31223344 ($3,600-$4,200) if the sonic check fails (its 9.800 inch deck and 4.250 inch bore match the stock block, so the 6.135 inch rod / 1.665 inch CH piston stack carries over)
Compression 9.2:1 (100 cc heads, zero deck, +4 cc net: 9.18) DCR with the 11-432-8 cam at IVC 41: about 8.5
Heads / valvetrain Edelbrock Performer RPM 60435 (100 cc) pair, Proform 778-66913K rollers, Fel-Pro 1017-1, ARP 135-3703 $2,503 + $262 + $135-$162 + $120-$143; about $3,100-$3,800 with covers (02)
Cam COMP Xtreme Energy 11-432-8 cam+lifter kit (230/236, .510, 110 LSA) ~$1,168 (OPGI; do not order 11-433-8), cam button, roller-safe gear, springs matched, custom pushrods About $1,700-$2,000 (03)
Intake / fuel Air-Gap 7561 ($439), Edelbrock AVS2 800 1913 ($570), Tanks Inc TM11A-T ($300), Holley 12-136 return module ($675.95), Aeromotive 13201 regulator, 4021 plate, -6 AN lines About $2,700-$3,600 (04). TH400 kickdown: B&M 20297 ($84.95-$97.69) or reuse the stock switch
Ignition / charging DUI Street/Strip CH33771 ($369.99), MSD 31369 wires + DEI boots, NGK 7, Powermaster 9526, Powermaster 67461-362 V-belt alternator ($250.99), Optima 34/78, 1/0 cables About $1,300-$1,900 (05)
Transmission DIY TH400: Alto 031901HPPWRSK ($545), 34-element sprag, TransGo 400-1&2, adjustable modulator, Derale 13502 + CTT1021S lines, custom converter (actual flash 2,200-2,500 on the engine, 10.75 bolt circle matched to B&M 20233) About $1,500-$2,500 (06). Shop rebuild $700-$1,400
Rear axle Rebuilt GM truck 12-bolt (confirm first): Yukon/Richmond gears, Truetrac 913A315 or Auburn, Yukon overhaul kit, pressed-bearing 30-spline axles. Keep factory 3.07/3.08 if present, else 3.42 $1,400-$2,600 (09)
Wheels / tires 15x8 front / 15x10 rear American Racing Torq Thrust II, BFG Radial T/A 255/60R15 front and 275/60R15 rear (28.0 inch) $1,750-$2,350 (10). TH400 3.42 on 28 inch = 2,874 rpm at 70 at spec diameter (about 2,965 measured); 3.08 = 2,588 (about 2,670 measured)
Suspension Right Stuff 2 inch spindles (in brake kit), 6454 springs, Brothers RFK7387 flip kit ($245.95), bolt-in C-notch, Bilstein 244131, 1-3/8 inch front bar, wear parts and cab mounts About $1,800-$2,600 (11)
Brakes Right Stuff THB7355DP-P four-wheel Wilwood, hydraulic assist, 11 inch rotors (fits 15 inch+), TBS7380S lines ($225.75), PS hoses $2,635 + $226 + hoses; about $3,000-$3,400 (12). Rear is the 12-bolt flange
Steering Borgeson 800132 ($467.78), BBC bracket, pump with remote reservoir ($305.41), braided hoses, filter, new arms. Factory column rebuilt About $1,300-$1,800 (13)
Cooling / drive Cold Case GMT556A-1SK or 21 inch kit, Dakota PAC-2800BT kit, standard-rotation long pump (Edelbrock 88513), 180 F thermostat, Derale 13504 cooler, V-belt brackets About $1,500-$2,100 (14)
A/C Vintage Air SureFit Gen 5 945619 ($2,330-$2,400), V-belt, includes compressor and BBC brackets About $2,500-$2,700 (17)
Exhaust Hedman Elite 69820 long tube 1-3/4 inch (about $871; fine at 2 inch drop; flange shape against the 60435 port unconfirmed), Flowmaster 17742 with 2.5 inch Super 50 mufflers (replace the Super 44s), header-back pipes fabricated (the budget H-pipe path; the owner's X-pipe path is Recipe 2) About $2,200-$2,800 (15; section 92 tier S)
Electrical / gauges Painless 20205 ($754.99), Classic Instruments CT73OE ($1,100-$1,270), SEN-01-128 pulse generator, RetroBright pair + H-4 relay harness, USA-630 About $2,800-$2,900 (16)
Body Section 18, same for all See section 5

Cost (section 92 basis, Recipe 1 Recommended): parts and services before roll-up about $33,000-$39,800 excluding body; all-in $39,600-$50,900 excluding body, $48,200-$67,000 with the Better body tier. The recipe's problems: about 2,600-3,000 rpm at 70 (measured basis, 3.08-3.42), no lockup (converter slip adds heat), cam vacuum starves the TH400 modulator (managed by an adjustable one), and a 12-bolt under a 460 is safe only with sensible tires.

Character: 489 ci, mild lope, self-tuning EFI, overdrive automatic that cruises at about 2,300 rpm, modern brakes and A/C. This is the recipe I recommend.

System Pick Key part numbers and price (source section)
Block / bottom end Sonic-check first. Bore .030 (4.280), align hone with ARP 135-5402 studs, zero-deck to 0.004 inch below the 9.800 inch deck, Scat 942-1-42452 489 ci 4340 forged assembly ($1,894.29, JEGS snippet; 4.250 stroke, 6.135 rod; zero-deck piston CH 1.540 inch; piston type, CH, relief cc and balance type unconfirmed, U1) balanced external, forged pistons spec'd for the compression below, Clevite 77, Melling 10778, C10-verified rear-sump pan, Fluidampr 800111 or ATI 917740, B&M 20233/Allstar ALL26825 flexplate About $4,500-$6,500 (01 Better; custom pistons price not confirmed)
Compression 9.2-9.3:1 with 110 cc heads, 0.039 inch Fel-Pro 1017-1, 0.004 inch deck Net piston volume about +0.9 to -0.6 cc (a forged flat top with no relief gives 9.26; reliefs of +4 cc give 9.0; design numbers, not what the kit is known to ship with)
Heads / valvetrain Edelbrock Performer RPM 60455 pair ($1,039.98-$1,284.50 each), COMP Ultra-Pro Magnum 249-1620-16 rockers ($530.95), ARP 135-3703, Fel-Pro 1017-1, Proform VC240 tall covers ($361.95), custom 0.120 inch wall pushrods About $3,300-$3,900 plus pushrods
Cam COMP Magnum 232 CL11-450-8 kit (230/230, .578, 110 LSA; ~$1,168 OPGI) as the catalog stand-in, or a custom 234/240 on 112 LSA from Cam Motion/Clay Smith with the spec in section 2.1; lope: default 110 LSA, optional 108 LSA for a clearer lope, nothing tighter (hydroboost removed the vacuum reason for a wide LSA; section 84 C2/C3 and 03 give the trade-offs); Cloyes 9-3110 timing set; cam button; melonized or composite distributor gear (row 2.4) About $2,000-$2,500 (03)
Intake / fuel Edelbrock 7561 Air-Gap, Holley Terminator X Max Stealth 4150 with trans control 550-1013 ($2,499.95, special order), Holley 534-237 regulator kit (price not confirmed), Holley 19-454 tank kit ($1,065.95-$1,153.95) or TM11A-T + 12-136, 4021 plate, -6 AN lines About $4,400-$4,700 (04)
Ignition / starting Holley HyperSpark 565-309 ($459.95-$531.95) + box + coil ($150-$250), MSD 31369, DEI boots, Powermaster 9526, Odyssey 34/78-PC1500T ($408-$420), big-3 cables About $1,700-$2,100 (05); alternator comes with the drive
Transmission Gearstar 4L80E 2WD Big/Small Block Level 3 GS4L80ELTL3, $6,295 + $750 core + ~$200 ATF, converter built to an actual flash of 2,300-2,600 (Gearstar's L3 list starts at 2,600; get its written answer, U17), Terminator X Max trans control, 40-row Derale 54088 cooler (-8AN, ~$492), crossmember (BHS500+BHS549 $259.95 or fabricate), custom 1350 driveshaft with 32-spline yoke ($625-$1,000) About $8,750-$10,000 (07; includes allowance for crossmember, driveshaft and hardware)
Rear axle Currie Centurion 9 inch crate CE-GMC7387X5-07, $3,150, 31-spline, TwinTrac, 3.70, 5-lug (state ratio and spring-pad position on the order) $3,150-$3,400 (09)
Wheels / tires Front 17x8 at 4 inch BS or less, rear 17x9 at 4.5 inch BS (American Racing Torq Thrust II or US Mags Scottsdale/Baja, ~$322-$374 each); 245/50R17 front, 275/50R17 rear (Nitto NT555 G2 $249 each) plus a winter/all-season set About $2,300-$2,700 plus about $1,000 for a winter set (my estimate)
Suspension Spindles from the brake kit, stock-rate 6454 springs ($161-$206), Performance Online RLS7387S6 lowered leaf pack (4 inch, $895.74), Bilstein 55-R033 fronts ($163.69 each) and B6 rears, Belltech 9908 or UMI front + QA1 rear bars, full wear-parts refresh, Prothane cab mounts About $2,300-$3,200 (11)
Brakes Wilwood ProSpindle 831-14202 ($889.34) + Wilwood 140-15302-D 12.19 inch kit ($1,199-$1,373, confirm wheel clearance and caliper piston count) [or 15303-D 13.06 inch, $2,156]; Ford-9 rear disc kit; POL HB2-T7387 hydroboost ($731.66) + hose kit ($343-$401); Right Stuff TBS7380S lines ($225.75); Wilwood 260-8420 valve if the POL one is not used; Wilwood EXP 600 Plus fluid About $4,200-$5,500 (12)
Steering Borgeson 800132 + pump with remote reservoir + BBC bracket + filter + arms; ididit 1540760010 column ($1,461) once the OD gate is confirmed About $1,300-$1,800 + $1,461 (13)
Cooling / drive Cold Case 21 inch dual 14 inch kit $816.54 (starting point; heat-rejection estimate and hot-day test in section 14, escalate per C13), Dakota PAC-2800BT kit ($250-$265) or the Terminator X Max fan outputs, Vintage Air Front Runner 174060BCA (~$2,720-$2,760), Derale 15503 oil cooler ($98-$151), 180 F thermostat About $4,000-$4,500 (14)
A/C Vintage Air SureFit evaporator kit + 021573 condenser ($358.99), Front Runner's SD7 compressor, 1.8 lb R134a (DIY charge) About $1,800-$2,300 derived from 17's $4,500-$5,000 serpentine total
Exhaust Hedman mid-length 69176 (HTC; HH626-V from $437), the owner's custom 3 inch 304 stainless dual with X-pipe and resonators (H-pipe is an option, section 15), Dynomax Ultra Flo SS or Borla Touring (3 inch) mufflers, O2 bungs welded into the new pipe Section 92 prices it $2,030-$5,467: headers $437-$871, fabrication $1,200-$3,500+ (one shop's self-published range), mufflers $107-$570, resonators $150-$300, bungs and shielding (15, 19; wide allowance)
Electrical / gauges American Autowire 510347 ($960-$1,024), Dakota RTX-76C-PU-X ($1,676.75) + BIM-01-2-HLLY ($133), RetroBright pair + Painless H-4 ($154), USA-630 ($271.95-$308), Bussmann relay block About $3,850-$4,000 (16)

Cost (section 92 basis, Recipe 2 Recommended; excludes the ididit column, winter tires and a long-bed tank/lines/floor): parts and services before roll-up about $48,500-$60,400 excluding body (this is within about 3% of the sum this section first quoted, $49,850-$60,600, but now includes the regulator kit, harness allowance, relay block and the revised exhaust); all-in $58,300-$77,100 excluding body, $66,900-$93,300 with the Better body tier. Expected result (estimate, not dyno): about 450-500 hp (about 480 expected), 520-560 lb-ft; about 2,240-2,415 rpm at 65-70 mph (measured basis; 2,175-2,343 at spec diameter); about 5,500-6,000 rpm powerband.

Recipe 3: Six-Speed Driver (T56 Magnum)

Character: same 489 and heads and 9 inch as Recipe 2, with carburetion and a clutch pedal. Only for an owner who wants the clutch.

System Pick Key part numbers and price (source section)
Engine, heads, cam, compression Same as Recipe 2 (489, 9.2-9.3:1, Edelbrock 60455, Magnum 232 or custom) Same. With no converter the cam can idle slightly rougher in traffic; keep the same grind
Flywheel / clutch Centerforce 754173 (23.4 oz external, $514.95), Centerforce I or II + DFX disc (about $505-$630), Quick Time RM-6023 bellhousing ($922.95-$1,210.95, 168T, up to 11 inch clutch, hydraulic TOB) 08. Do not use KDF241042 or McLeod 6405807
Transmission Tremec Magnum TUET11009 2.66/.80/.63 close-ratio ($3,545) via American Powertrain Pro-Fit combo COGMT1G-V ($4,695) (shifter in the 4-speed location, driveshaft, mount, speedo and reverse-light parts), AP hydraulic clutch kit with pedal HMGM40006 ($1,150.95), crossmember if not in the kit ($289.95) About $7,950-$8,550 (08). The kit's driveshaft is built to the measured 9 inch/ride-height layout
Axle Currie 9 inch crate, 3.70 (3.89 alternative): 1,968 rpm at 70 mph in sixth 09
Fuel / ignition Edelbrock AVS2 800 1913 + Air-Gap + TM11A-T/12-136 + A1000 13201 + DUI CH33771 (carb), or Sniper 2 if EFI is preferred (same 4150 flange) Induction about $2,700-$3,600; ignition about $1,400-$1,900
Column / seats ididit 1520760010 floor-shift column ($1,056); TMI So-Cal buckets with headrests and a console 13, 18
Floor High-hump or extended cover or cut-and-weld tunnel; trial-fit first. Do not buy FLP51 until the Magnum case has been tried 08, 18; price not captured
Brakes / pedal Hydroboost (POL) with AP pedal; recheck pedal pivot and rod geometry See U5
Everything else Same as Recipe 2 (serpentine, brakes, suspension, wheels, A/C, exhaust, harness). Replace the Terminator-based fan control with Dakota PAC-2800BT; the 4L80E cooler is not needed (Derale 13504 for the radiator circuit is removed with the automatic)

Cost (section 92 basis, Recipe 3 Recommended): parts and services before roll-up about $47,100-$58,500 excluding body; all-in $56,500-$74,800 excluding body, $65,400-$91,700 with the Better body tier. Not cheaper than Recipe 2 once the clutch hydraulics, shifter and floor work are counted (08 says the same). It is the best-feeling and worst-fitting choice for a teen's commuter.

Side-by-side

Recipe 1 Old-School Recipe 2 Daily Restomod Recipe 3 Six-Speed
Engine 460 ci, 9.2:1, Edelbrock 60435 489 ci, 9.2-9.3:1, Edelbrock 60455 same as 2
Estimated power (not dyno) about 400-450 hp about 450-500 hp (480 expected), 520-560 lb-ft same as 2
Fuel AVS2 800 carb Terminator X Max EFI AVS2 800 carb (Sniper 2 optional)
Transmission TH400, custom converter (2,200-2,500 flash) Gearstar L3 4L80E (2,300-2,600 flash target) Magnum TUET11009
Axle / ratio rebuilt 12-bolt, 3.08 or 3.42 Currie 9 inch, 3.70 Currie 9 inch, 3.70
rpm at 70 mph (spec / measured) 2,590-2,870 / 2,670-2,965 2,343 / 2,415 1,968 / 2,029
Brakes Right Stuff 4-wheel, hydro Wilwood ProSpindle, hydro same as 2
Drive / A/C V-belt, SureFit 945619 serpentine Front Runner, SureFit same as 2
Parts + services before roll-up, excluding body (section 92) ~$33,000-$39,800 ~$48,500-$60,400 ~$47,100-$58,500
All-in (misc 10-15%, freight 2-4%, tax 7.6-8.1%), excluding body / with Better body ~$39,600-$50,900 / ~$48,200-$67,000 ~$58,300-$77,100 / ~$66,900-$93,300 ~$56,500-$74,800 / ~$65,400-$91,700
Teen suitability good (simple), loud on highway best fair
Main risk highway rpm, 12-bolt, power ceiling cost, ECU complexity, hood clearance, converter flash, cooling margin tunnel, pedal, clutch hydraulics

5. Common block: body, interior, safety (same in all recipes, section 18)

  • Cab on the frame; full rocker, cab-corner and brace chain on both sides; do the metal before bolting stiffer suspension to it.
  • Floor: low-hump FLP51 ($662.99) for TH400; mock up for 4L80E; high-hump for T56. Decide the transmission before welding.
  • Bed: steel BFLP2 ($899.99) or AMD floor (factory-width tubs) - short-bed parts only; a long bed needs different floor, tank and lines (section 2.14); spray-in or Herculiner ($90-$117).
  • Seats and belts: buckets with headrests (TMI SEAT379B1F-V from $1,076.99) or a bench with 3-point belts ($344.95, verify which positions are 3-point); B-pillar anchors needed.
  • Sound/heat: Dynamat Xtreme 2-3 bulk packs ($239.95 each) plus a heat barrier on the firewall and tunnel; keep pipes at least 1 inch off the floor.
  • Paint: DIY single-stage urethane over epoxy; shop paint $1,000-$4,000 (generic).
  • Cost range (section 18 estimates): about $1,500-$2,500 structure and finish set, $5,000-$9,000 Better, $12,000-$25,000 Best; section 92's itemization prices the Better tier at $7,200-$13,000 before roll-up. The recipe totals above already show with and without it (estimates, not quotes).
  • Registration: regular plates with biennial safety inspection ($12 cap); historic plates and Hagerty are wrong while it commutes (use Hagerty Vehicle Under Construction only during the build).
  • Sequence: structure, floor and firewall seams, then fuel tank and bed crossmembers, then drivetrain and headers, then HVAC (dash out), then wiring, then paint, then interior.

6. Open items and remaining unresolved conflicts

ID Open item Why it is unresolved Who closes it
U1 Scat 942-1-42452: balance type, piston type (a search summary says forged flat top with a single valve relief), compression height (zero-deck spec is 1.540 inch on the 9.800 inch deck), relief cc, and bore One earlier search summary said external balance, a second did not repeat it; JEGS page blocked; vendor compression figures (9.4:1 at 112 cc) cannot be reproduced Scat/JEGS in writing; CC the piston and measure piston-to-deck on the assembled kit
U2 Holley 19-454 and 12-136 pump flange fit with the Tanks Inc TM11A-T; regulator 534-237 price and 4L80E harness inclusion Pages blocked, no owner reports Holley tech line
U3 ididit 1540760010 gate pattern for the 4L80E (P R N OD D 2 1) and Lokar kit shaft length Not stated by either maker ididit, Lokar
U4 Currie housing spring-pad position for a flip kit, rear lowered-leaf capacity vs F44 Not stated by either vendor Currie, Performance Online
U5 T56 pedal: AP clutch pedal/hanger vs hydroboost rod on a 1977 hanger No source AP, POL
U6 Edelbrock 60455 + Hedman HH626 mid-length: bolt-up, steering box and starter clearance with Borgeson and Powermaster 9526 Never test-fit Mock up on the truck
U7 Hood, firewall and radiator-support clearances (intake, 4150, air cleaner, serpentine kit, SureFit, hydroboost, valve covers, condenser stack) No section measured Owner measurements
U8 Wilwood 140-15302-D minimum wheel and a 17x8 front wheel at 4 inch BS Not in the sources Wilwood diagram
U9 Cooling: whether the core support allows a 3-4 row core with the 0.75 inch condenser Depth unmeasured Owner measurement
U10 Real chamber cc of the 60455 heads, deck height (expect 9.800 inch), and quench; final piston spec Needs the shop Machine shop and piston maker
U11 Kansas City shop capability (hot-tank, Magnaflux, deck, balance on a Mark IV; a performance TH400 builder; a carb or classic A/C shop) Only leads; no confirmation Phone calls (section 19 question list)
U12 Ford-9 rear disc kit identity and price; 9 inch parking brake Section 12 priced only GM-flange kits Currie/Wilwood/Ridetech
U13 140 A (or 170 A, if the Front Runner kit really ships one) alternator at hot idle with everything on No measured load; the load table is mostly estimates Test on the truck with a voltmeter
U14 Distributor gear vs the final cam core Rule resolved (melonized or composite is safe on any core; iron only on ductile-iron "-8" cores) but COMP has not confirmed the CL11-450-8 core in writing COMP (written)
U16 Bed length (117.5 vs 131.5 inch wheelbase) Never established; tank, brake lines, bed floor and driveshaft branch on it (section 2.14) Owner measurement and tank sticker
U17 What converter flash Gearstar will build for the L3 with this cam and 489 (catalog floor is 2,600; target 2,300-2,600) Nothing in the set confirms it Gearstar (written), or an independent converter builder
U18 Which side the A/C compressor is on, the water-pump length, and where the Front Runner puts the compressor on a C10 Vendors sell both layouts; the kit is undocumented Owner inspection; Vintage Air install sheet
U19 Cooling margin of the Cold Case 2-row core for the 489 with A/C No BTU/h rating published; heat-rejection estimate is mine (+/-30%) Hot-day instrumented test (section 14)
U20 Whether the Terminator X Max 550-1013 box includes the 4L80E harness and what the 534-237 regulator kit costs Holley pages blocked Holley tech line
U15 Every price tagged "snippet" in the section files Retailer pages blocked Re-price at order time

7. Single overall recommendation for Topper and Walter

Build Recipe 2. Reasons, in order of weight:

  1. It is the only recipe that meets all the stated goals at once. A 489 at 9.2-9.3:1 on 93 octane gets close to the 500 hp / 540 lb-ft target (estimated 450-500 hp and 520-560 lb-ft; the 500-520 hp goal is not validated) without asking the engine to survive on borderline octane, and the 2,240-2,415 rpm cruise (measured basis) answers "comfortable at 65-70 mph, not spun to the moon" better than any TH400 combination (about 2,700-3,050 measured).
  2. It is the safest for a teenager in 2042. Hydroboost keeps brakes independent of the cam; four-wheel disc with a proportioning valve; EFI starts cold and adapts to altitude and temperature; the 4L80E has no vacuum modulator and a lock-up converter; a 9 inch axle with no C-clips; a single serpentine belt; and modern lighting.
  3. Parts availability through 2042. Currie 9 inch, Edelbrock heads, Wilwood, Gearstar, Holley, Vintage Air, Dakota Digital and Borgeson are all established with dealer networks. Each is a bolt-on that a shop can service, with no one-off parts.
  4. The engine decisions are conservative where it counts. I deliberately gave up about a point of compression versus the section 02 and brief targets. The brief's number does not survive the DCR math with a truck-friendly cam, and the stroker returns the lost power through displacement.
  5. The cost is high but honest. About $48,500-$60,400 before roll-up, or $58,300-$77,100 all-in (misc, freight, tax), for the mechanical, chassis, cooling, A/C, exhaust and electrical scope excluding body; $66,900-$93,300 all-in with the Better body tier (section 92 is the single cost basis). That is the "Best-tier" end of the owner's open budget. If the budget needs to shrink, the first savings are: the Wilwood 13 inch kit down to the 12.19 inch (already assumed), the Be Cool module down to Cold Case, the SureFit down to Old Air's Hurricane (BBC fit unconfirmed), and Gearstar L3 down to a Level 2 (stall 1,600-2,200, only if the cam is milder). The first things I would not cut are hydroboost, the electrical system and the cab structure.

Where I would change the plan:

  • If the owner wants a clutch pedal, build Recipe 3 (same engine). Do not pick it on cost, it is not cheaper.
  • If the budget is closer to $40,000-$50,000 all-in, build Recipe 1, but stop at the 460 and accept the 2,700-3,000 rpm (measured basis). Do not put a 489 on a stock TH400 and a 12-bolt.
  • If the hood-clearance or firewall mock-up (U7) fails for the serpentine kit or the Air-Gap with the Stealth throttle body, fall back to the V-belt layout of Recipe 1 and a Torker II 2-O manifold, and keep everything else.

What to do first (in order): (1) take the section 1 measurements and photos, (2) pull the engine and have it sonic-checked and Magnafluxed, call Shaky B's then QCKC with the question list, (3) get Scat's written balance confirmation, (4) order nothing for the transmission, rear axle or brakes until the engine's final dimensions and the ride height are known, (5) do the cab structure and fuel tank crossmembers while the engine is out.

8. Confidence labels and source-quality risks (added in the audit)

Labels used in this research set and on the final page: C = price or fact read from a vendor page fetched live on 2026-10-12; S = search-result snippet or summary only (most JEGS, Summit and CJ prices); E = allowance or estimate with no confirmed price; F = forum or single-source claim; M = my arithmetic or engineering judgment. Section 92 already labels every priced line C, S or E.

Figure or claim Value Label Why it is weak, and the check
Two-bolt Mark IV holds about 500 hp to 6,000 rpm yes with studs and align hone F Pro-touring and Mopar forum threads (01); no engineering or dyno source. Check: sonic and Magnaflux, align hone, ARP studs
Deck height 9.800 inch C/F Four sources including a fetched Chevrolet Performance block build; measure the block
DCR ceiling 8.0-8.75 for aluminum heads F Forum rule of thumb; no builder-class source retrieved
Static compression of the built engine 9.0-9.5, design 9.2-9.3 M Kit piston type and CH unconfirmed (U1); measure
Power / torque 450-500 hp, 520-560 lb-ft M Estimate scaled from published tests; no dyno or simulation
Converter flash 2,300-2,600 M/E Builder-dependent; catalog labels are not flash
Cruise rpm 2,240-2,415 at 65-70 mph M Arithmetic on published revolutions per mile; +/-3% by tire wear and pressure
Electrical load about 95-130 A M/F Mostly estimates; fans about 40 A from one forum thread; 100 A at idle from one retailer line. Check with a voltmeter at hot idle
Heat rejection 50k-1M BTU/h by condition M My arithmetic, +/-30%; Cold Case publishes no rating. Check: hot-day test
Header port shapes square (60455, HH626-V) S Search summaries only; hold a gasket to the port
Terminator SKU map 1011-1013 four-injector C/S One fetched page plus search summaries; Holley pages blocked
T56 0.63 sixth only verified S Tremec blog summary; vendors still list .50
Machine-shop prices $900-1,500 etc. F/E Generic national ranges plus a 2011 Kansas City forum quote; get written quotes (section 19)
Missouri historic plates limited to 1,000 personal miles a year yes C/S Quoted from one fetch in section 18 and confirmed by a second search summary of dor.mo.gov in the audit
Hagerty "not driven daily" and truck-year wording collector policy unsuitable for a daily C Quoted from one fetch each (sections 18 and 85); confirm with the insurer in writing
Vendor prices throughout S Most are snippets from JEGS, Summit and CJ pages that block fetches; only lines labelled C in section 92 were read live. Re-price at order time (U15)

Fact-check notes

  • DCR model validated against the section 02 table (10.0, 10.3, 10.5 static at IVC 38-65, all 18 cells match). Net-piston numbers reproduce section 02's published 496 ci row (-7.3 cc at 10.0:1, 109 cc heads). The DCR model depends on bore, stroke, rod and intake closing, not on deck height. rpm table recomputed on both the spec and the measured (revolutions-per-mile) basis.
  • Cost sums: all totals now come from section 92's single roll-up (re-based on this section's recipe picks); the per-system "About $X-Y" column in section 4 is the originating section's estimate and is kept only for traceability. Totals exclude the ididit column, winter tires, any long-bed parts, machine-shop work not inside the section totals, and any "price not confirmed" item that has no allowance (long-bed tank/lines/floor, an all-season 275/50R17, a Be Cool upgrade).
  • Nothing in this section is a quote or a dyno result. Horsepower, torque, DCR-based octane tolerance, the cooling heat-load estimate and the electrical load table are estimates; verify with the engine builder, the cam maker, the converter builder, an instrumented hot-day test and a voltmeter respectively.

Audit change list (2026-10-12): 21 findings, what was true and what was edited

  1. Deck height. The finding had it backwards. Four sources (Chevrolet Performance 454 block in the Engine Labs Hardcore Horsepower 460 build, a big-block guide, a Mark IV casting guide, a corvetteforum thread) say the production Mark IV 454 is 9.800 inch; 10.200 inch is the medium-duty-truck 366/427 casting and an aftermarket tall deck. Section 01 and the Dart 31223344 (9.800 inch) were right; sections 02 (deck paragraph, questions, verification note, recommendation), 90 (check row 4) and 92 (risk adder and conflict list) were wrong and are corrected, and 93's "deck cut reconciles them" inference is replaced by the arithmetic (CH 1.625 vs 1.665 inch piston). 02 gained 489 net-piston and DCR tables.
  2. Compression target. 9.2-9.3:1 adopted in 01, 02, 03, 04, 05, 19, 91, 92, 93; the Howards CL120265-12 dropped; the DCR ceiling labelled a rule of thumb with the best sources found (Engine Labs summary 9.0-9.5 static; Edelbrock 540 hp at 9.5:1).
  3. Displacement / heads / dome. 02's Path A is now the 489 with the Edelbrock 60455; AFR 3610 relabelled a 460-only alternate; 92 re-priced; the Scat kit's piston remains unconfirmed and labelled so (U1).
  4. Cam LSA vs lope. Resolved in 03 and here: default 110 LSA, 108 as the owner's lope option, with trade-offs (matches section 84 C2/C3).
  5. Power claim. Restated as 450-500 hp (about 480 expected), 520-560 lb-ft, unvalidated; sections 01, 02, 90, 92, 93 updated.
  6. Totals. One basis (section 92) re-based on this section's picks; sections 90 and 93 quote it.
  7. 93 roadmap. D6, D8, Phase 1, 3B and 3C updated to this section's picks (see 93).
  8. Converter stall. Actual-flash spec (2,200-2,500 TH400; 2,300-2,600 4L80E); 03, 06, 07, 84, 86, 91 aligned; the L3 floor and Gearstar's willingness are flagged as unconfirmed (U17).
  9. T56 sixth gear. Only 0.63 verified (Tremec blog); 08, 09 (rpm column and recommendation), 10 and 91 edited.
  10. Tire diameter. Both bases shown (about 3% difference); notes added to 06-10; 91 and this section's table updated.
  11. Accessory drive. Decide once; 05, 14, 17 aligned; Stewart 21123 labelled serpentine-only; Front Runner price range reconciled ($2,667-$2,760).
  12. A/C compressor side. Declared unverified; both layouts exist in the aftermarket; 05's "A/C box" clarified as the cab-side evaporator box; 14 and 17 edited.
  13. Flexplate / bellhousing. Section 07 was right (4L80E: same Chevy bellhousing pattern and flexplate, only the T56 changes); 01 and 05 corrected.
  14. Terminator X Max SKUs. SKU map written (1011/1012/1013 four-injector trans control; 1014/1015/1016 eight-injector, discontinued; 917/920 LS kits); 04, 07, 16 corrected; 534-237 and the harness added to the bill of materials.
  15. Header port shape / raised ports. 13, 02, 15 corrected and labelled search-summary level; the Patriot 806-V flagged; raised-port heads added to 15.
  16. Exhaust. Owner's dual 3 inch with X-pipe and resonators restored as the default; H-pipe is an option; Jalopnik and Pypes were fetched; the fabrication allowance is now sourced to a shop's own price list.
  17. Price and fact conflicts. Painless 20205 is $754.99 (page fetched); LMC hours are unconfirmed (three conflicting third-party listings); the 4.00 inch crank / Paul's lead removed from 19; Front Runner price range reconciled.
  18. Distributor gear. Closed with the Street Muscle compatibility guide (see row 2.4).
  19. Bed length. New section 2.14; 04, 06, 12, 18 updated; the 117.5 / 131.5 inch figures are wheelbases.
  20. Source-quality risks. New section 8 below.
  21. Cooling. Heat-rejection estimate and a pass/fail test added to 14; the C13 decision rule and the U9/U19 items updated.

Sources 6

This section is an integration of sections 01-19 (same directory). Integration-check sources (search results only, fetched 2026-10-12):