mightymouse0355 wrote:
$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$
$$$$ only applies to certain types of LS-based builds. If you compare an apples-to-apples build between a conventional small block, and a basic carb'd LS-based engine, I don't think you'd spend much more money at all, and the LS-based engines make conventional small blocks (and some big blocks) truly look as obsolete as they are. Now, that doesn't mean I think that everybody should just go out and stab an LS1 or whatever in their cars... BUT, if a person has a decent budget to work with, a conventional small block is a complete waste of time and money for certain applications. You can pick up a nice, low mileage LQ9 long block for $1,300-$1,500 around here. Stab the right cam in it, install a carb intake, and a 6LS ignition controller, and you should have an engine that will easily eclipse the 500 h.p. mark on cheap gas, and you could realistically spend a total of less than $4,000 for a carb-to-pan deal, including the original purchase price of the long block. Now, let's say you needed to bore that LQ9 you just bought. Wiseco, among others, has affordable forged pistons for these engines. Scat and Eagle have affordable H-beam rods. Guess what? You now have a short block that will handle 1,000 h.p. TEA will run their CNC program on the 317 heads for around $500.00. Horsepower is so easy to make with these engines that it is ridiculous, and they just aren't as expensive as everybody thinks if you stick with a carbureted version. If you've got a hook up at a Chevy dealer, you can get into the L92 heads for less than $200 each. That's a 330 cfm head! In terms of carbureted engines, the ONLY components that are significantly more money than comparable SBC parts are the intake manifold and studs for the heads & mains (if a person chose to go that route). A cam is only about $50-$70 more than a comparable SBC roller cam, the 6LS is only about $60-$80 more than an MSD 6AL, rods and pistons are the same money, etc., etc. Trans-Dapt has an adapter kit that allows an LS-based block to be easily bolted into an early chassis. Hughes (among others) has a flexplate and crank pilot adapter that allows you to use a TH-350, TH-400, or 'Glide with a conventional converter behind these engines. In many cases, #'s 1 & 5 and #'s 2 & 6 cylinders will line up in terms of port location on the headers, so with a few bends and some flanges, headers aren't even that difficult or expensive, as SBC headers can be modified in many cases. Even Schoenfeld has LS headers for the metric clip that aren't a lot of money. While the SBC will likely never be completely replaced, I think that as time goes on, the LS engine family is going to be undeniable force that would be completely ignorant to ignore when considering a new engine build for your ride, and will make spending any kind of money on building a small block look completely foolish. As for me, I'm building a good old over-cammed big block with heads that have waayyy too much runner volume that will probably be a pig and make me wish I had really listened to myself when I sang this praise of the LS engine.
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or run a diesel engine.
