Small-block or ls engine install – hot rod network gas stoichiometry practice


Let’s first look at the economics of building your classic 400 short-block. To begin with, if a production 400 block is already 0.030 over, it’s pretty much done. You might get away with 0.040 over on a street engine, but anything more and you’re asking for trouble on these siamesed-wall blocks. Assuming the block does in fact clean up at no more than 0.040 over, it’s around an $800 to $1,000 outlay for hot rod quality machining-hot-tank, magnetic-particle inspection, square the decks, overbore and hone the cylinders with a deck plate, align-hone the main bearing bores, turn the crank, and so on. The short 5.565-inch 400 rods are marginal: At a minimum, they need to be shot-peened, magnetic-particle-inspected, rebuilt, and fitted with ARP bolts-and after all that work, you’re still left with a terrible 1.48:1 rod/stroke ratio that imparts excessive thrust loads on the cylinder walls. So figure on a set of 5.7- or (preferred) 6.0-inch aftermarket rods, custom-forged pistons, and piston rings. z gas cd juarez Then there’s a camshaft and valvetrain, and we haven’t even got to the cylinder heads yet. If you want around 430 to 450 hp, you’re looking at a total outlay in the $3,500 to $4,000 range, including the cost of your $500 short-block, machining costs, and additional parts-assuming self-assembly.

A recent test of a 5.3L takeout with 65,000 miles on the ticker made 337 hp with the stock ’03 smog cam and 13/4-inch primary-tube headers. Upgrading old-school-style with a 750-cfm Holley carb on a GM single-plane intake (PN 88958675), a Comp Cams Mutha Thumpr cam and springs, and a stand-alone MSD coil pack control box (PN 6010 for 24-tooth reluctor engines), it made 434 hp at 6,900 rpm through the mufflers. electricity voltage used in usa Admittedly, you really have to spin the small-displacement 5.3 to make the numbers compared with a 400, and the 400 will deliver more torque at a more reasonable rpm range-but you can see the potential if the car is properly geared.

While less plentiful, the larger 6.0L (364.1ci) LS motor can make 500 to 550 hp with decent heads and the right cam, intake, carb, and exhaust. It’s more costly in the wrecking yard, but if you can afford the bigger motor, its power and torque peaks should occur at a much more user-friendly rpm compared with the 5.3. The 6.0L also has a 4-inch bore, allowing it to accept rectangular-port, big-valve, Gen IV heads.

So how much do good, used, LS truck engines actually cost? Crossroads Truck, a local SoCal salvage yard, sells ’99 to ’02 5.3L long-blocks (complete with a block, heads, oil pan, front cover, balancer, and water pump) for about $1,000. If you want the front drives and engine wiring harness, it’ll cost around $1,200. Add another $150 for ’03-and-later 5.3s. The ECU (computer) itself is $100, as is the air cleaner assembly and mass airflow meter (MAF). The drive-by-wire throttle and solenoid (needed to run the late EFI throttle-body) are $150. If you want a 4L60E auto trans hung on the back, add $800 more. The larger, scarcer 6.0L truck engines go for $1,400 (long-block assembly) or $1,800 (complete assembly with drives and harness, less ECU). The massive 4L80E trans used stock behind a 6.0L will cost you about a grand.

These prices are looking pretty good, but we still have to factor in the transplant cost. Running old-school using a carb as per the cited test results is easier and cheaper than EFI, but you’ll still need all the late accessories and drives, plus (since the LS has no mechanical fuel pump provisions), at least a Holley “blue” carburetor-compatible electric fuel pump and regulator (PN 12-802-1).

Running either a classic small-block or LS-style V8 in an early Chevy II Nova requires a unique oil pan and pickup. gas under a dollar In the LS world, the front-sump pan from an ’04-’05 Pontiac GTO is a close fit, needing only minor front crossmember trimming (pan, GM PN 12581209; windage tray/deflector, PN 12558189; pickup tube/screen, PN 12572654). A friendly GM dealer, Burt Chevrolet, gets about $280 for these new parts, but Street & Performance (S&P) has a pile of take-off GTO pans, trays, and pickups-its sells all three needed parts for $100.

In fact, S&P is practically a one-stop source for all the necessary swap parts. It offers a plethora of custom drives, electrical parts, computer reprogramming, drive-by-wire gas pedals, and sensors, plus adapter brackets for bolting the LS engine block to original early Nova V8 engine mounts. It also offers a free LS-engine swapping how-to DVD with a purchase of its paper catalog.

There are no good mass-produced headers that fit the factory early Nova subframe. Production exhaust manifolds from a V8-equipped ’03 to ’09 Chevy TrailBlazer (GM PN 12600526, left; PN 12600527, right) hug the block tightly and have a dropped rear exit. Collectively they’re about $125 at Burt if you have to buy them new. power outage houston txu Compared with headers, you’ll be down about 15 hp and 20 lb-ft. The other alternative is pricey fabricated headers for your stock subframe, or shelf headers for a high-end Heidts or Total Cost Involved aftermarket replacement front subframe set up for rack-and-pinion steering and modern steering knuckles with disc brakes (then you won’t need the GTO oil pan, either).

A Chevy TH350 case will bolt to an LS-type engine block using five of the six case-to-block mounting bolts (use metric bolts). To get the torque converter spacing right, one method is to use a flat GM 4L80E trans flexplate (GM PN 12551367), a spacer (GM PN 12563532), and spacer bolts (GM PN 12563533, six required). A drawback to this approach is that the 4L80E flexplate is drilled for a 300mm (11.8-inch) torque converter mounting-bolt pattern, while most Gen I transmissions like the TH350 use a 298mm (11.7-inch) bolt circle. The difference between the two patterns is about 1/8 inch. You can carefully elongate the holes with a file or die-grinder to accommodate the smaller bolt pattern. An alternative to the GM flexplate is TCI’s SFI-approved performance flexplate (TCI PN 399753) that already has the correct bolt pattern.

In fact, Enriquez says that Hilborn’s current factory-assembled and spec’d units incorporate an activated secondary bypass when they leave the shop. Nevertheless, many drag racers continue to cap off the high-speed bypass, believing “it’s just an extra thing that can go wrong.” Enriquez also admits, as applied to his personal nostalgia dragster, “I don’t run one myself.”

I have a ’96 Dodge Ram 2500 HD with a Magnum 360. electricity merit badge pamphlet I’m in the process of rebuilding the motor. It now has a 4.030-inch bore, and I would love to give it a 4-inch stroke with a custom-ground cam. I pull a camper, go mudding/mud drag, hillclimb, play in the sand, and race the youngsters once in a while on the local cruise. It’s driven daily around town but is not my only vehicle. Who can I talk to about getting the ECM to handle this? Will increasing the injector size be enough? Maybe the computer has enough variance? Note that I can’t get 92-octane fuel here in Nebraska.

Eagle and Scat offer 4-inch stroker cranks for your application. electricity video ks2 Both cast and forged cranks are available, as well as complete rotating assemblies-there are enough options to suit just about any budget. A 4-inch stroke plus a 0.030-inch overbore develops 408 ci. Glendora Dodge is one source for Chrysler replacement and Mopar Performance parts, as well as Scat products.

Production Magnum rods also have a squared-off pad on the pin end of the rod that may hit the underside of the piston on stroker engine builds. Machine as needed to provide the necessary clearance. Stock rods and rod bolts may hit the bottom edge of the cylinder bore, requiring slight block clearance-grinding. You can avoid all these clearance issues by using an integrated aftermarket rotating assembly.

As for cam selection, the goal is to maximize torque in a heavy vehicle like yours. However, the 4-inch stroke and over-400ci displacement tolerate a fairly healthy cam-step up to about the next larger cam than the one normally spec’d for a 360 towing application. A Comp Cam’s Xtreme Energy CR265HR-14 hydraulic roller cam (PN 20-746-9, 0.506/0.506-inch lift, 265/273 degrees advertised duration; 216/224 degrees at 0.050, 114-degree lobe-separation angle) is one choice. gas 2015 Don’t forget to add cold-air induction, headers, and a after-cat exhaust.

Forty-eight more cubic inches and a hotter cam mandate both larger injectors and computer reprogramming. Replace the stock 19-lb/hr fuel injectors with 24-lb/hr injectors. B&G Chrysler Specialist and Performance Associates are two Chrysler computer reprogramming sources. In-shop as well as mail-in options are available. For a mail-in job, provide the exact vehicle model and whether it’s a two- or four-wheel drive, its intended use, the engine parameters (including displacement, cam specs, true static compression ratio, type of exhaust system, and all other mods), the trans type and (if an automatic) torque converter stall speed, the rear gear ratio, the tire size, and the operating altitude versus available fuel octane rating (octane requirement decreases with elevation).

As an ’82 model, your F-250 should be factory-equipped with the 351W (Windsor) small-block (verify by its straightedge, five-bolt valve covers and a top radiator hose that exits from the intake manifold). It should not be the 351M used in earlier years (ID the Cleveland-like 351M by its two-plane, eight-bolt valve covers and a radiator hose that exits from the front cover). The C-6 used behind a 351M will bolt up to a 460, as both engines have the same rear block face bolt pattern. duke electric orlando However, the C-6 used behind the small-block 351W will not bolt up to a 429/460 big-block because the rear block face mounting patterns are different.

With a 351W, your choices for running a C-6 are to use a C-6 from a 351M/400 or 429/460, or retain the small-block-pattern C-6 and use a Bendtsen’s adapter kit to bolt it up to the big-block. This kit is really intended for bolting up a C-4 or AOD to a 429/460, but it can be made to work with a C-6. The difference will be the torque converter offset. There’s about a 3/8-inch difference between the C-6 and the C-4 or AOD. You’ll need to discard the kit’s supplied spacer ring and fabricate your own spacers. The small-block torque converter should work, provided its drain plug doesn’t hit the mounting studs or bolts on the flexplate. The kit requires a starter from a late-model small-block Ford engine. Complete instructions are included in the kit.

A high-end alternative to a C-6 is Ford’s late-model heavy-duty four-speed automatic overdrive trans: the E4OD, circa ’90 to ’98. Get one from behind a 460, not a diesel. A ’90 to ’92 460 E4OD is best for your application because it still has mechanical speedometer provisions on the output shaft. Later output shafts are not machined for the speedo drive gear, and complete trans disassembly is needed to retrofit the early shaft.