o m g

i think my ***** just dropped another inch

 

if it came splayed 4 bolt and a 4.125 bore, it couldn't arrive sooner lol

 

how many of you have the cash to buy this right now no questions asked?

I think it would be a stupid move on the financial level....of dart

 

My thoughts are the same on this, everyone says they will buy one but how many really do?

 

I dont think anyone could come right out and say they would buy no questions asked, unless their a bunch of deep pocket's hanging out here. I would like to see some forecasting on pricing If dart is thinking about casting this block I know they have discussed the pricing. If we could get a price estimate I would know for sure if I would buy I or not.

 

You know its going to be close to 3500.....or around it....

If I was going to do that then I would get a regular gen1 block and get a 15* top end from raceflow development with 440cfm head.....

The only person that would buy this would be someone with more money than smarts. And it would surely end up a turd.......

also if noone is going to go out and buy it then how long you think they will offer it?

Do you know whats involved in casting it then machining everything, the R&D etc. etc. and how many projected units it would take to turn a proffit. Just from seeing how many fast LT1's are out there now..... I say it would be a dumb move by dart. Look how many people said they would buy the mcloud scattershield and who acctually bought it? 10 people?

As far as the reverse flow cooling....how can you patent that? How does the LSx flow? no other engine flows the same way? I find that odd.....

 

Huh? Really? The SHP SBC is available for well under 2K. The LT1 version is planned to based upon the SHP. I don't think it's a complete re-tool. Most of our motor is indeed a SBC.

The person willing to buy this could be anyone considering a 4-bolt splayed conversion on a stock block. Not sure if you are familiar with machining/labor cost as of late - but about the best I've seen for good work is ~$1400 plus parts (caps & studs) to hook up a complete block, fully machined, hard blocked.

If they price this in the SHP SBC territory, then it would make complete sense to go for the 4.125" bore and MUCH THICKER CYLINDER WALL (0.230" min @ 4.165 bore)

We shall see

-Scott.

 

[QUOTE=mdacton;5922948]You know its going to be close to 3500.....

What have you been smokin The sbc dart block can be had for $1400-$1600 depending on where you buy it....

 

The Gen III SBC has conventional flow cooling, but Jack Evans has also challenged several features of the Gen III cooling system, claiming it contains elements of his original design. He has U.S. patent 5,255,636 for "Aqueous reverse-flow engine cooling system."

Interesting reading, including an estimate that Evans' claim for damages may be as much as $12 billion.

http://www.ll-a.com/news_events/upload/Evans.pdf

 

$1400? where the hell is that?

I use these all the time..... just the block itself is $2800 with no work. I am talking about a little M block...i ould not waste my money on anything less, the y are junk.

Just my opinion though...you guys are welcome to do whatever you want. Hope it works out well for you

 

Just doing a quick search on Google, the first few links that came up all had pricing around $1500 for the SBC SHP block.

If someone was wanting to do a full on race only build, then maybe a SBC block and 15-18* heads might be best for them, as the SHP block is not marketed as a race block, rather a 600hp block. However, there are a LOT of people out there who also street drive their cars, or have other uses (autox/RR) and would love to have the extra torque of 400+ ci motor and cost nearly the same or only slightly more as machining and prepping a stock block for a 383/396 stroker build. I for one, was planning on spending about $1000-1500 in machine work for my 385ci build, but if this block becomes a reality, then I wouldn't mind, and I think a few others are with me on this, spending a little more if it means 40+ cubes more.

I also don't think that a 400+ci LT1 would end up a turd. I would think a set of AFR/TFS/Dart heads, or the new 21* TFS heads ported by either LE or AI and the right custom cam would make some great power, say as a 427ci, and have tons of torque to boot. If this came out, personally, I would love to build a 13:1 E85 fueled 427 LT1 with this.

 

The Dart blocks are not necessarily as ready to assemble as many of you believe. A friend with a wholesale account somewhere got a gen 1 block this winter for under $1400, it still needed machining like line hone and such.

 

Still, if all it needs is a finish hone, clearancing for 4" crank, and minor cleanup, I, and I'm sure others would be willing to spend a little extra to have a 400+ci LT1.

 

With GM's issues aside for a moment, the possibility of Jack Evans getting $12bil from GM is nil to none, regardless of being "right". GM would bankrupt him into oblivion in litigation costs alone.

 

Even considering this route, with as relatively easy as it is to get an LSX engine into our cars, seems like a waste of money. If saying you have a big inch LTX engine is your passion, that's one thing. If going fast is your thing, there's no disputing the design advantages of the gen III/IV platform.

As a case in point, my '07 Z06 LS7 427 just made 498rwhp/465rwtq with just headers, x-pipe, cat-back, intake and a tune. Why would you even continue to screw around with the 23* stuff anymore if you are serious about going fast as economically as possible? To build a serious effort LTX, you're going to sink $12k+ into it. To build a serious effort LSX, you're going to sink $12k+ into it. Guess which will be more powerful? The LSX won't be marginally more powerful either.

Sure, folks have been going fast with 23* stuff for years, but people are going faster with the 12* and 15* stuff (with less headaches, especially in the f-body chassis).