http://www.gmgoodwrench.com/GMPerfor...6454&engCat=ls

 

holy crap. that big block territory. what does that come out to CID'wise? seems like its around 500CID? thought 454 was 4.25 x 4.25" Im sure someone will chime in here but thats sweet. that only means we'll be seeing some damn mean LS powered vehicles. cant wait to see the heads they build for those things that have the extra holes in it for the extra head bolts. 6 head bolts per cyl. is AWESOME. you should be able to handle some serious boost that way. they'll no doubt make some monster heads with huge ports to try to keep up with that kind of CID.


I was just reading the sept. issue of super chevy where they give a couple part #s for some performance heads and intakes there goin to try to sell really cheap. the price was $375 ea. for the heads and they flow 330cfm unported! also, they are making an intake to match that comes with a 90mm throttle body, fuel rails, and inj.s for a supposed $475. the part # was good for the heads, but the # for the intake setup was not found by my dealership parts computers. if they make that happen that would be very sweet to have that available for the prices their talking about.

 

Yeah Chris,
I've been rubbing my hands together for several months already, thinking about my future LS-powered third-gen with a big combo bumper support/intercooler that's stuffed into the front... Muuhaa ha ha !! I wonder what kind of everyday, streetable power we'll be able to make with that package??

 

4.250 bore and 4.500 stroke makes for 510ci.

Ohhhh boy.

 

How hard would that be to drop into a 2001 Z28, Next years projects:

1.) Drop this bad boy into my car.

2.) Find a good divorce lawyer since my wife will leave my *** if I did this.

Later,

Bill

 

I would think it would be as easy as a 4th-gen engine swap could be. You'll just need to transfer all of your accessories to the new block. I'm assuming that they've retained all of the mount points.

Keep in mind that it's just a block -- you'll need to get a crank, pistons, rods, etc etc etc.

 

yeah, to do it right, this is probably a 10-12K motor buildup, at the least.

2500 block, 1000K crank, 1000 set of rods, 1200 set of pistons, fast 90/90 minimum, 3000K set of heads. plus assembly, and machine work. and various other parts. maybe more. 15k I'd imagine to really do it right.

but dam, wouldn't it be a bad ****.

btw, how did I join in 1969, lol.

 

If you really want to know, I have a pretty good guess.

 

its not that big a deal. probably dave or jason messing around.

seriously though, this setup would definately be cool to do. the provisions for traditional sbc mounting and 2 sets of head bolts are VERY cool.

 

WAY cool. Also consider this: The very fact that the LSX exists will drive down the prices of less horny of the performance engines. In eighteen months from the release of that block, I will imagine we'll be seeing much brawnier hardware for less cost, especially when the manufacturers start ramping up production to keep up with demand.

Now, when are we going to start our dream thread with our 'ultimate' LSX combo?? We should be thinking in terms of high-revving endurance motor, normally aspirated pump gas streeter, supercharged, turbo, or nitrous sniffing motor. I'm personally leaning towards an intercooled turbo motor with big bore & moderate stroke. Something that can bring it on with rock solid reliability, yet idle nice and enable me to reinstall air conditioning & cruise control in the T/A. I kind of miss those options. I guess I'm getting old or something.

 

I see nothing wrong with an severely cammed LS7 with a small shot to top it off. For simplicities sake of course 98% of us would pee our pants with just that. No need for 500+ cubes and 20-30K engine builds.

 

This block is one badass, but I can't wait to see what the heads will look like. Sure you can run Ls1/2/6/7 or L92 heads, but unless you are using the extra 2 head bolts you will be blowing head gaskets before you fully utilize the kind of cylinder pressure this thing can withstand. I thought it was interesting that they mains are still 2.1" .... the same since the 50's even though it's a totally new block. Same bore centers and mains... since 1955. I'd figure you'd snap a crank especially when you start swinging 4.2" pistons on a 4.5" stroke on boost at 7000 rpm... gonna need a billet unobtanium crank.

I gotta start selling crack or something to pay for this HP addiction.

 

Not sure where where you heard this or if its a typo that i didn't see, but the MAINS are not 2.1" nor have they ever been. LSX mains are bigger than a traditional small block. The RODS are still sbc size but that in itself is overkill with good parts. Honda rod journal 1.880" is the racing industry standard and seems to hold up pretty well. The winston cup guys have been playing with a BMW journal in the 1.7XX range for some time now. As long as the crank is designed properly, a smaller main is also more desirable at high RPM since there is less area to try to keep oiled. As far as durability is concerned, my shop has a BBC 4.6" bore, 3.75" stroke turning 9200 (1100HP) that one of our customers set the gas modified roadster record with at bonniville. It runs a shelf crower crank with 2" rod journals. They run the thing WFO for 5 miles then basically hot lap the thing back the other way in order to back up the record. You still might need to sell crack to afford it but there are shelf parts out there that can get the job done at the street car level. If you decided to break from the norm and base a 10.5 outlaw/pro-mod car on this platform then parts availability could get interesting.

 

I just wanted to add that you'll need to change a lot more than just the engine. The kind of power output you'd expect from a build worthy of this block would wreck a 10-bolt in a hurry. You'd probably want to upgrade the driveshaft and transmission too.

 

I think we all knew what you meant to say, Jake