World Products small Chevy block that uses LSx heads?

[Samckitt]

I saw this article in the new Chevy High Performance. World Products has made a new casting that is mostly standard Chevy characteristics, but allows you to use LSx heads on it.

My question is this: Why?

I thought the bore centerline between the standard Chevy block & an LSx block was different.

This new block uses LSx pistons, & valve train. But a custom cam is needed, don't remember what crank was used, maybe custom as well because the firing order is that of the LSx motor.

Just seems to me that it would be easier to use an LSx block.

Info from World Products:
http://www.worldcastings.com/press_releases/motownls.pdf

[parsonsj]

https://www.pro-touring.com/forum/showthread.php?t=50379&highlight=World+Products

[Mathius]

I'm still waiting to see someone do a build with a World Products Merlin-X Big Block.... an all aluminum 454 kicks ass in my book.

I did see one article on the World 454 SBC, which I also thought was neat.

I want to do something really unique in my Chevelle when I get to the engine swap part of the project. Even if it costs me a little bit more in the long run.

Mathius

[E.rodz]

i read the artical and was asking myself the same qestion? i remember the cyl head flow was the start. coming from a company that makes cyl. heads. it just seems easer to mak some new killer flow heads.i love the idea of being differnt. but i had the same question why?

[69496]

In my opnion this will not sell well. :bsjerk:

[GetMore]

Actually, I think the bore centerline is the only thing that is the same between the Gen I and Gen III blocks.

[Mathius]

i read the artical and was asking myself the same qestion? i remember the cyl head flow was the start. coming from a company that makes cyl. heads. it just seems easer to mak some new killer flow heads.i love the idea of being differnt. but i had the same question why?

If you read parson's link people have already speculated as to why. You can now use the LS intake, and take advantage of a better system on an older block, as well as run some hi-tech goodies, like a carbon fiber FAST intake at a cheaper rate.

I would imagine LS headers might fit as well.

Mathius

[Samckitt]

instead of going to the trouble of building an engine with a mismatch of parts from traditional to LS series engines, with custom parts such as cam & possibly crank I would think it would be much easier to just build the LS style motor.

[Samckitt]

Actually, I think the bore centerline is the only thing that is the same between the Gen I and Gen III blocks.

I thought it was different, but they do use the same roller lifters.

[killer69]

What is wrong with just using an LS Block, doesn't that just make it WAY easier???

[Twentyover]

Well, let's assume I have a Gen I, and an LT1 T56, along with a fairly substantial investment in a front end accessory mount and drive. I'd like an LS motor, but now I'm needing to sell the front end bling for 50 cents on the dollar, and turn the T56 for an LS version. In addition,theres a couple hundred for engine mounts, notching the crossmember for A/C pump clearance, plus if I'm trying to match the bling level uf my mount and drive, i'm into it for maybe a grand, assuming I can re-use all the front end accessories.

Maybe it makes economic sense to make an engine change w/all these associated costs, maybe not. Maybe this block permutation, w/ production heads and intake (and I'm assuming a big inch potenial) will make sense. But if I was in this position (and I'm partly there), and wanted to get the advantage of the LS heads,I would be an idiot to not look at all the costs associated with each configuration to determine the cost of the change and what it leaves me with.

They may or may no sell many. It does present another option for those that have an investiment in Gen I's

[Samckitt]

What is wrong with just using an LS Block, doesn't that just make it WAY easier???

I agree totally.

[Samckitt]

I can't believe there isn't some heads out there that can get close to the same HP level as LS heads would that would cost a heck of a lot less than this new custom block, crank, cam. To me I don't see the benefit. I would rather do the whole LS motor than bits & pieces.

[Twentyover]

Some like lite beer, some like dark

[Mathius]

What is wrong with just using an LS Block, doesn't that just make it WAY easier???

But possibly not cheaper, if you already have a SBC.

Mathius

[Samckitt]

But possibly not cheaper, if you already have a SBC.

Mathius

But you can't use your existing block, cam, pistons, intake & probably crank.

[MonzaRacer]

Actually the pistons are the only bottom end change, the heads wont know what firing order is and with proper ignition you can build a carbed, bolt in with no adapters, mechanical fuel pumped SBC with killer head flow.
Keep with any sbc drivetrain behind and no other fitment issues.
I have 3 guys on the want list.
They have FREE LSx heads waiting, and I dont believe the pistons will run too high considering these guys do have considerate amount of cash in bottomend parts, accessories, and driveline parts, and this will preempt cutting loose about 5,000 to 8,000 bucks in parts, no major adaptation issues heck they guys even had header flanges swapped very cheaply (one guy had a set of header costing over $600 and flange change was less than $100.
As for these guys the cost of swapping in LSx was way more than the cost of the block.

[XLexusTech]

since the market is dropping out of the Gen1 parts it makes a ton of good sense. say I have 3 or 4 k invested in my rotating assembly, I just move it on on over. Or say I am callies and I have 5 million dollars in cranks in inventory. .....

Thier smart dudes over therir @ world tey didnt do it for fun...

[Twentyover]

But you can't use your existing block, cam, pistons, intake & probably crank.


True- you can't use the existing block. But the only custom parts are the block, cam, and the lifter gallery cover.

You can use a production intake, with it's relatively low cost, and pistons are again production items. The system uses an existing Gen 1 crank.

The cam- I consider a cam somehing of a consumable part, and the fact that you need to change it doesn't bother me. If going for a power increase, there's probably already a cam change in the mix.

I think the best perspective to approach this with is that someone is going for a power increase, and is making a change to the existing powerplant. The person is considering changing the existing engine, going LS, or hybrid. Money is going tobe spent. The question is, what configuration gives you the closest thing to what you want, at the lowest dollar cost. This is where it's incumbent on the builder to decide what's right FOR HIM.

If there is no intent to go for more power, then there's no reason to consider this, or changing your Gen 1, or swapping an LS.

[killer69]

Well, let's assume I have a Gen I, and an LT1 T56, along with a fairly substantial investment in a front end accessory mount and drive. I'd like an LS motor, but now I'm needing to sell the front end bling for 50 cents on the dollar, and turn the T56 for an LS version. In addition,theres a couple hundred for engine mounts, notching the crossmember for A/C pump clearance, plus if I'm trying to match the bling level uf my mount and drive, i'm into it for maybe a grand, assuming I can re-use all the front end accessories.

Maybe it makes economic sense to make an engine change w/all these associated costs, maybe not. Maybe this block permutation, w/ production heads and intake (and I'm assuming a big inch potenial) will make sense. But if I was in this position (and I'm partly there), and wanted to get the advantage of the LS heads,I would be an idiot to not look at all the costs associated with each configuration to determine the cost of the change and what it leaves me with.

They may or may no sell many. It does present another option for those that have an investiment in Gen I's

then just don't do the change?? be happy with what you have or don't worry about how much it costs. you think with all the custom cam, pistons, rings and blah blah blah it will be less than a front drive system? i don't know it doesn't make and $ and Sence to me.........
but that is just me

[XLexusTech]

then just don't do the change?? be happy with what you have or don't worry about how much it costs. you think with all the custom cam, pistons, rings and blah blah blah it will be less than a front drive system? i don't know it doesn't make and $ and Sence to me.........
but that is just me

Here a reason to chanage. 15 or 18 degree valves =more power More power requires more strength=this block. This block aguments the parts I already have...

bottomline for me is its an option and I like options..

[Twentyover]

then just don't do the change?? be happy with what you have or don't worry about how much it costs. you think with all the custom cam, pistons, rings and blah blah blah it will be less than a front drive system? i don't know it doesn't make and $ and Sence to me.........
but that is just me

Doesn't require custom pistons, rings and blah blah. It requires a custom cam (considered my myself and others an expendable part- certainly if needing to buy a new cam puts the brakes on a project, it's a project that should be seriously reviewed before being undertaken anyway) and the lifter cover plate drilled for a dizzy.

Sorry man, I always need to worry about what something costs. That doesn't mean I not willing to spend money on more power and better handling, and if I can make it dress the engine well, that's gravy. If the money doesn't work out for you, that's fine. I'm not saying the money works out for me. When I make the next iteration, I'll need to look at the parts available then and make the economic decision then.

No one's saying this is the best option for everyone. It doesn't need to make sense except to those that do it.

[Kenova]

I've read a few of the threads on this block, and as mentioned before, I think it will make sense to some people. There are more people out there every day buying new blocks. If you have a good SBC bottom end, but the block can't be overbored one more time, then this block with a set of LSx heads would certainly be an option.
One thing that really stuck in my mind from one of the threads was a mention of the oil pumps. The LS pumps are running at crank speed, while this block will have the pump running at one half crank speed like all the other SBC. From what i read, the LS pump can have problems with extremely high revs. I would think this hybrid block would reduce the necessity of a dry sump or external pump system.

Ken