Another Block Option To Make LS Power Swaps Easier?? Check It Out.

[Mike Norris]

Hey All,

I just got a look at a new block that combines the short block usage of a small block Chevy and combine it with an LS heads and intake. It is a World Products Motown II LS iron block that allows you to use standard SBC rotating asemblies, oil pans, timings covers, distirbutors, engine mounts and trans assemblies. And even the SBC accessory drives.

The block allows the use of most LS cylinder head and carb intake options making this a best of both worlds scenario. It is iron, but weighs quite a bit less then a standard LS iron block. It seems it will be able to get to 441ci right now.

It is good to see another option for sure. And while the parts to do a complete swap of a standard LS engine are now readily available about anywhere, this may again bring the availability of LS power that much closer to some folks even less expensive and have an truer old school look.

I am sure more details will be available after the PRI show next week.

Best to everyone.

Mike Norris

[WILWAXU]

Hey All,

I just got a look at a new block that combines the short block usage of a small block Chevy and combine it with an LS heads and intake. It is a World Products Motown II LS iron block that allows you to use standard SBC rotating asemblies, oil pans, timings covers, distirbutors, engine mounts and trans assemblies. And even the SBC accessory drives.

The block allows the use of most LS cylinder head and carb intake options making this a best of both worlds scenario. It is iron, but weighs quite a bit less then a standard LS iron block. It seems it will be able to get to 441ci right now.

It is good to see another option for sure. And while the parts to do a complete swap of a standard LS engine are now readily available about anywhere, this may again bring the availability of LS power that much closer to some folks even less expensive and have an truer old school look.

I am sure more details will be available after the PRI show next week.

Best to everyone.

Mike NorrisYup. Cool setup. I could see it as a good option for those looking to use a distributor in a race or hot street application. If you look a Nine Ball or my photo's from SEMA, we got a few shots of it.

[WILWAXU]

Here's a couple of the shots I got:

https://static1.pt-content.com/images/noimg.gif (http://rides.webshots.com/photo/2177849840050438321ROlqSL)

https://static1.pt-content.com/images/noimg.gif (http://rides.webshots.com/photo/2199749290050438321XCLMHX)

https://static1.pt-content.com/images/noimg.gif (http://rides.webshots.com/photo/2973349660050438321BRbcnp)

[oestek]

Yeah, we saw these at SEMA too. Would be cool to do an "instant" engine swap getting LS technology without having to do mounts or anything, but you still have to do headers and exhaust.

[Mike Norris]

Yeah, somehow I missed it at SEMA and thought it was odd nothing was mentioned anywhere that I could find.

Whats up Kevin? I am with you on the exhaust stuff and hopefully the exhaust port location is at least close to what we have now with the LS swap components available.

Time will tell. I still think this is a very cool option.

Mike Norris

[XLexusTech]

What I like about this is it shows that their are leaders left in the industry Not trying to flame or anything so please don't start taking offense.
What I noticed lately is lots of copy cats out there. It great to see real innovation!

[WILWAXU]

Yeah, somehow I missed it at SEMA and thought it was odd nothing was mentioned anywhere that I could find.

Whats up Kevin? I am with you on the exhaust stuff and hopefully the exhaust port location is at least close to what we have now with the LS swap components available.

Time will tell. I still think this is a very cool option.

Mike Norris
We literally stumbled across it. Walked by it twice before noticing it was a little "different".

[Kenova]

One observation and one assumption:
The deck height must be higher than a standard SBC. There are no spacers under the head, and the intake appears to be un-cut.
I'm assuming it was easier to design a new block than design a SBC head with the LS port and valve layout.

Ken

[oestek]

Hey Mike!

I can't help but think of the biggest time / money parts of doing an LSX swap, and it's making the block fit the car, then exhaust, electronics, plumbing, etc. If you have to lay out $ for this block, you're not ahead on the $ side of the equation, and you still have to do all the rest of the work. Putting adapters on a block isn't very hard. The expense of the LSX block and pan would be offset by the new hybrid block. Now perhaps the option to use readily available bottom end parts with LSX top end parts is the draw, but I'm not sensing that the LSX bottom end is a problem. Maybe someone needs to clarify the target market to me. I don't think it's legal for LSX racing (wrong block) or for street legal stuff using gen 1 / 2 SBC because LSX heads aren't legal. Help me out here.:dunno:

[LSXfan]

The deck height must be higher than a standard SBC

Ken

has standard SBC deck height, 9.025"

[Shawn MacAnanny]

Whats one cost?

[WS6]

cool idea but I'll stay with my LSx block. The two downsides I am seeing right now that I personally do not like are the coolant fittings because the LSx heads aren't designed to work with an SBC's coolant passages and water pump and you still have to use SBC sealing technology for the oil and water. I hate the way the front cover and oil pan are on an SBC compared to a Gen3/4. Yes, these are minor in the grand scheme of things but I don't consider making an LSx fit a chassis to be difficult.

This is a great idea though. Power is made in the heads not the bottom end. This is one way of two to bring LSx head design to a SBC. It won't surprise me if WP or DART or maybe even AFR builds an SBC head with LSx style ports.

[Kenova]

It won't surprise me if WP or DART or maybe even AFR builds an SBC head with LSx style ports.
I think this is the solution I would prefer.

Ken

[cheapthrillz]

I think this is the solution I would prefer.

Ken

x2

Seems like that would be an easier solution for people that don't have the LSx swap budget.... although some of the aftermarket heads now are very close to the power of the LSx

[Vegas69]

Not very excited about it. LS heads that bolt onto a small block is the deal. Not into the whole ******* deal. I'd go LSX block or all aluminum personally.

[Mike Norris]

I agree that with the swap components available for an LS that this idea may not be as big a deal as possible, but still very cool. I am working on a few things for projects now that this may fall into perfectly.

I think the biggest draw for me is a big inch setup that can use a decent ring package. That for me is the one main downside of a daily driver big inch LS engine due to the reluctor wheel.

Pros and cons for sure and just nice to have options.

Mike Norris

[oestek]

I do like the LSX block's structure and sealing surfaces too. You're right Norris - options are good!

[WS6]

I think the biggest draw for me is a big inch setup that can use a decent ring package. That for me is the one main downside of a daily driver big inch LS engine due to the reluctor wheel.



Probably the best reason right there to use this block. I had forgotten about that even though you mentioned it in your first post.

[slownova]

and doesn't it use a LS1 intake? can't you bolt like a fast 90 or so to it and use coil packs for spark? seems like a cheep Fuel injection idea to me

[TnBlkC230WZ]

I don't really see any advantage to this block. I bet you need special pistions to make it work. It has to be expensive. the LSX Block probably costs less, accepts SBC bellhousings and only needs inexpensive mounts to install. It will be much stronger too. I can live with a 454 standard deck small block. Distributors are readily available for the LS platform, so that is not an advantage either.

I just don't see the practicality of it. I'll also bet there will be real world cooling problems as well.

[slownova]

uses LS pistons, SBC rods.

[XLexusTech]

read this months hot rod

[BonzoHansen]

I think the biggest draw for me is a big inch setup that can use a decent ring package. If I read the article in the new Hot Rod correctly (and that info is indeed correct) it uses LS pistons and LS rings. If so does that take away a major plus in your book?

[Mike Norris]

"If I read the article in the new Hot Rod correctly (and that info is indeed correct) it uses LS pistons and LS rings. If so does that take away a major plus in your book?"

Only if you were to use the current available pistons needing a 6.125" long connecting rod. I would use a 5.85" or 6.0" long connecting rod to be able to have a lower ring package as well as keeping the oil ring out of the piston pin area. Basically a SBC spec with an LS valve reliefs.

Hopefully that makes sense.

"Distributors are readily available for the LS platform, so that is not an advantage either."

I mentioned using an SBC distributor only on a cost basis and some folks like the old school way of doing things. The available distributor from Wegner is cool but quite pricey and not too many folks want a front mount distributor for an SBC as it strays from the original SBC look. I personally would keep fuel injection and a crank trigger.

Mike Norris

[Steve Chryssos]

Racers will go for it. Someone might have $800 tied up in just a gen 1 oil pan, or big money tied up in a set of Oliver billet rods. The list goes on. Those are just a coupla examples. An entry level Super Comp racer might be looking to step up from his conventional small block. But he doesn't want to worry about bellhousing bolt pattern, a new motor plate, pan clearance or accessories. A set of shallow angle, symmetrical port gen 1 heads are big money. So where we might see an expensive conversion block, racers will see a firm foundation for cheap conversion heads. And if they planned on stepping up to a race block anyway, the cost is a wash. But they can now top off that block with truly affordable high flow LS heads. Small block racers will dig it--especially bracket racers. They have a plug & play mentality.

And for the street enthusiast, remember that there are literally a million-plus pre-existing gen 1 installs out there. So even if this block turns off 95 percent of the street market, the remaining 5% adds up to A LOT of happy customers. ...sheer numbers. I spent a lot of time sorting out my gen 1 406's 1 accessory drive system and oiling system--even my frame side motor mounts have been tweaked to make room for my steering rack. A lot of those parts are custom machined. So I'm licking my lips a little at the prospect of using this block rather than starting over. And I already have an LS1 sitting on the floor of my shop.