SlickTrackGod

I see alot of talk on this website continually about how an LS motor has to be as light as the V6 cars- well because its got to be 200 lbs less than the iron block V8 motors right? WRONG

Finally there is documented proof as to the actual complete weight of a LS3 all aluminum motor inside the SAME CAR as an Rion block and aluminum head ZZ4 crate motor


and to top things off, this whole test was done by HotRod Magazine.

Turns out that the complete ZZ4 engine inside the same car is only 26 lbs heavier than the mysteriously featherlight LS3

ZZ4 race weight- 3360 lbs
LS3 race weight -3334 lbs

You can read all the details here. We can finally clear up this 200 lbs lighter myth running around these boards.

Te little 2.8-3.1 engines are not only at least 75 lbs lighter in the 3rd gens than the LS motors, the centerline of the tunkey engine sits about 6" back in overall bias. So just swapping a V6 for an LS is not the same spring rate combination because it is not the same chassis weight or front to rear bias

I have never in my years asked for this- but moderators I think this one you should make a sticky so this info is availiable for generations to see

Here's the link on a simple motor comparison done all in the same car- albiet a 71 Chevelle, but the only thing changed was the motor with completes to run it for each engine swap.

http://www.chevroletperformance.com/...917_eprint.pdf

lunati397

4 motor not a stock iron head iron exhaust. I do know the all alum 6.0 is 133 lbs lighter than the iron block 6.0

going from a stock Lets say 305 tbi to a LS3 you will loose 100lbs from the top end with heads intake exhaust ect then the accy setup can be lighter so you can all in all in a swap loose 200lbs easy expecially if you drop ac

lunati397

LS7 427 ci 7.0L 505hp 3420lbs ran 10.7 at 120mph

LS3 376 ci 6.2L 430hp 3334lbs ran 11.3 at 114mph

LS327/ 327 ci 5.3L 327hp 3386 ran 12.3 at 105mph (cast iron block carb setup)

ZZ4 350 ci 5.7L 355hp 3360 ran 12.4 at 105mph

ZZ383 383ci 6.4L? 425hp 3360 ran 11.7 at 111mph

ZZ427 427 ci 430hp 3520 ran 11.3 at 115mph

572 573 ci 720 hp 3560 ran 10.2 at 128mph

LSX454 454 ci 640 hp 3448 ran 10.7 at 120mph

ghettocruiser

iTrader: (4)

Stock 305 TPI vs Stock LS1... There's a big weight difference. Of course a motor with alum heads is going to be closer to the weight of an LS...its got alum heads. Iron heads are HEAVY chunks!!!

Just recently I had an LS1 with only the crank, pistons, and rods in it. And right next to it was a bare LQ4 block. I could easily lift the LS1 via the chain and walk it to a new spot. The LQ...eh. It might have been doable, but no where near easy and I always carted it. Thats not a scientific weight comparison haha...

TPI vs. LS1 intake, accessory drive which is alum on LS, etc...it adds up and its the reason a lot of cars wind up nose happy!

J.

NemeSS-TyranT

iTrader: (1)

still take the ls3

SlickTrackGod

It's post like this that start showing the extent of myths. Iron heads add a documented 58 lbs to the motor (not each- 58 lbs for the pair. So you add in the 58 lbs to the chassis weight of the test car and the difference between the full aluminum LS3 engine(with the composite intake and fuel injection- basically the GM crate motor LS3 without the log exhaust manifold- but everything else) and compare it with the zz4 motor which has of course aluminum heads. so lets add the 58 lbs to it and the already 26 lbs heavier application goes to 84 lbs...PERIOD. Apples to Apples. All aluminum LS3 compared to a carburated all iron SBC motor with a ZZ4 bottomend- the difference is 84 lbs.....not 200 guys, not 200, not even close.

Where you are missing things is such parts you need to run the LS3 like the torque convertor is a little heavier, the electronic pedal assembly and control unit etc, the iron TBi cars have a heavy *** large metal accesories bracket that if you simply take off and go aftermarket you drop alot of weight off the stock iron engine car. Its no tthe engine that is so miraculously lighter its what things you are replacing when you put in the new LS motor- if you do the same to the Iron head/block stock motor you only save 84 lbs...period. (all aluminum LS3vs all iron SBC)

NemeSS-TyranT

iTrader: (1)

why do much emphasis on the weights guy?
a tubular kmember and aarms will offset the weight.
going from an all iron sbc/tpi motor to all aluminum ls motor will/should result in a few lbs. lost.
who cares about a v6 anyhow, and adding a turbo to make up the hp will easily add 50+lbs. just from turbo,hotparts,and cold side with fmic.

rock861261

your still comparing apples to oranges you comparing v8 to v8 not v8 to v6

subtract a full iron v8 which is typically a tpi/tbi to a lsx and it will be close to 200 pounds lost.

then subtract a v6 weight for a lsx and you will be comparing apples to apples so yes the myth is true.

rock861261

a ls1 is 409 pounds complete and a v6 is 350 which is 59 pounds move that engine back 2 inches and your pretty close to a v6 in weight. and location

ghettocruiser

iTrader: (4)

Its posts like this that fuel the myths and get people worked up

EXACTLY!... DOING an LS swap loses the weight! Who cares where the weight loss comes from? You arent goign to swap an LS, then keep your LG4 accessories are you? When I say "swapping an LS1 into your 350 TPI will net you a xxx lb weight drop up front"...thats exactly what it means. Swapping the motor, light accessories, lighter bolt on parts..everything.

This is a silly argument (actually Ive never seen anyone dispute it before or argue LS vs V6 weight LOL). Whether you lose 200 lbs, or 15 lbs, the LS family motors add WAY more power lb for lb so weight isnt a concern. Its more like an added bonus. Heck I wasnt thrilled going from my LS1 to my LQ4 iron block, but I dont think Ill notice the little bit of added weight by the time Im done... Maybe Ill just stop hitting McDonalds and cut back on the Lager to help make up the difference :P

J.

Jim85IROC

iTrader: (2)

If you weighed a car with a ZZ4 and a car with an LS1 and only had a 26lb difference, there are other factors that are different between the cars. Unless the LS1 car had a lead k-member, something else is different. The weights of a fully dressed ZZ4 and a fully dressed LS1 are both well known, and the difference is more than 26lbs.

SlickTrackGod

The arguement of the post is I am always hearing how the LS swap has to be as light as a V6 car. We are not talking power here, we are talking nimble handling the lighter weight V6 motor cars possess ove rthe heavier V8 nosed cars. I proved this with a radical V6 build years ago,

With that said, I keep hearing people say that if they take out there SBC and swap an LS it will be as light (meaning nimble) as a V6- it is not. To further this discussion, I went to the comparison of V8 SBC vs V8 LS3. When you cmpare what it takes bare minimum to run each (without accessories) that HotRod Magazine documented very specifically (if any of you have bothered to read the article) the weights of each applications AND every little change in essentials needed to run each- they were very careful and specific with their data and documented everything.

What's the point you ask?

It is to use this well documented test to show that the engine and essentials needed to run the LS3 9including electronic pedal, special convertor, modules, etc) is only 26 lbs lighter that the basics needed to run an Iron block /alum head carbed SBC.

Where did the weight go? Its the heavy assecories the stock 3rdgens run that you take off and replace with MUCH lighter stuff on the LS motor. So.... with that said, just take that crap off your stock 3rd gen Iron motor (save all that money on an expensive LS3 with 430 flywheel HP and put some AFR's, alum electric WP, alum pullies, remove the A/C (that most do with an LS swap), then cam it and rockers, etc and you can easily make the same power and the same weight with alot less money tha tthe LS3 swap. Better yet- you ae going to be lighter weight than the 5.3 ironblock LS swap and you'll have more HP

That was the point- Read the article, then tell me HotRod magazine is lying- yeah like Ill believe you over them.

SlickTrackGod

As for the V6, mine weighed less that 350. I could pick up my "complete" engine with headers on it off the ground and sit it on my tailgate of my truck by myself. it did not have accessories on it but it had the full plenium/TB, Valve covers, distrbutor attached.
...and it had iron heads

Now I might be a bit bigger and stronger then the average person, but Im not lifting 350 lbs

25th327RS

iTrader: (2)

I too, was worried a out losing the weight advantage of the ls1 block, but now that the 6.0 is in and running, I don't feel I can tell a difference in handeling on the street. AutoX may be another story, but for the 1-2 times a year that happens, its not a major concern.

lunati397

it comes down to when in drag racing guys spend thousands of dollars to shave 2 to 3 lbs

all the long nights doing the swap and missed meals you may drop another 20 lbs too

rock861261

your talking about a zz4 which is a high dollar small block and the lsx guys are talking about a iron tpi so yes its possible to drop 200 pounds with a swap.

a full complete ls comes in at 409 and a v6 complete comes in at 350 complete you cant claim well ill just get lighter accessories to off set the weight because you can do the same for the ls(have you seen the size of that water pump)

as for a zz4 vs a ls if they are the exact same horsepower engines the ls will still beat it in every category fuel mileage, weight, quarter time

that hotrod article is biased where did they get the numbers for the hp/tq you think that with a carb that ls still makes the same power? no they used stock oem numbers to cut corners so right there the quarter mile numbers aren't even accurate.

lets not mention using cast ls parts vs stamped parts for the zz4

when you factor in the front accessories on both models zz4 and a ls the ls will be incredible lower in weight anybody with a street car runs full accessories

again yes the "hotrod shootout" is not a representation of both motors.

cam-

LMAO theres only one how times you been banned now? who would post this here

Dont feed trolls guys, its not going to stop the nonsense. After all we all know a V6 third gen cant be beat

Elcamaron

Lmao at this thread . OP is bored

Elcamaron

Issues against mods .??
"I have never in my years asked for this- but moderators I think this one you should make a sticky so this info is availiable for generations to see"
You must be a legendary figure in the fbody community

https://www.thirdgen.org/forums/sout...area-crap.html

NagleMac

iTrader: (1)

Disregard that last post, I read that wrong. Anyways, my trickflow aluminums for sbc weighed in around 30 lbs each.

88FormulaKiller

iTrader: (8)

i ship out 4.8's, 5.3, 5.7, 6.0, 6.2 and even some 8.1s sometimes at my work, fully dressed (accessories/harness/intake blah blah blah) just about every LS motor (not the 8.1) comes out to 450ish lbs shipping weight. given a fully dressed V6 from any car is about the same weight


WHO CARES??? Your talking about what, 50lbs??? Remove the A/C and you'll have a close-to-V6 weight or lose the 50 somewhere else, hell might even make it lighter than a orig V6 car....

You want lightweight car?? build a 1st gen LSX!!! (expected/anticipated weight of marla my 67 bird 2300lbs!)

SlickTrackGod

This troll was so bored and afraid he actually took time to create a separate acct just to cowardly post this with his first two posts.

Most here(not all) have taken so much blind offense to their LS swaps you have 1) failed to read my exact post, 2) failed to read the article, and 3) completely missed the understanding of weight bias

The heading you all seem to misunderstand was not a erect comparative between the 2.8v6 motor and the Ls motor. It is a comparison between the ls and SBC longblocks and the direct reference I constantly read on tho from the swap guys saying they have the power of a built SBC and the handling of a v6. No you dont and you obviously to me don't understand enough to know or care. Those that do will simply appreciate the facts in the link

88FormulaKiller

iTrader: (8)

Blind offense??? a SBC 305/350 weighs roughly 550lbs dressed here in one of your other threads seen here: https://www.thirdgen.org/forums/susp...g-ls-swap.html

You state:

"Most of the LS swaps in here are also NOT all aluminum LS3's, they are the 5.3l truck motors which ae iron block LS motors and aluminum heads. Those motors are heavier than a SBC iron motor with aluminum heads."

Your wrong, fully dressed LS engines are 450-550, but that argument was about V8 vs.V8 weight argument, so, are you not happy with that argument thats a losing battle and now trying to start a new one on LS vs V6?? Sounds like you have some issues with getting along with us LS swappers.....??????

If it were weight changes to the overall car, to get her alittle more skinny, i could understand, but this is engine vs. engine and about weight which not much can be done, why bother? Myths on the boards??? Seriously man, make some real contributions... when it comes to an LS swap, most people are more worried about cost, power and keeping the car away from trees after its done.

cosmick

I don't think the LS family was supposed to be light as a priority. That deep-skirt block and cast pan add strength and rigidity for durability and possibly indirectly emissions, but at stock power levels they aren't needed, and add weight. Especially the iron-block versions.
No need to argue the value of the weight in drag racing, and it's not relevant to street cruising. So if you want to really be convincing, then determine how much wider our wheels and tires need to be if we want to take the same turns at the same speeds. I'm thinking 10.5s with 295s under a 2.8 may look mean, but are probably well past the point of diminishing returns.
My 350 will need a smog pump, but my 4.8 won't, so that gives a weight advantage to the LS. Likewise the plastic intake manifold. But what about 8 coils, on brackets, against the weight of one complete large-cap CCC HEI with coil? Probably in favor of the HEI.

lunati397

the engine is one thing but you really start messing with feel and handling when you start adding weight in the wheels 1 lb in the wheel equals 10lbs in the car so going to that fatter tire bigger wheel over a stock one you may add 20lbs overall so thats like having 200lbs in the car

or best example a guy had a supercharged LS motor with 20 inch spinners (80lbs per wheel) he only dynoed 340 hp at the wheels then went and bitched about the install thunder racing took his wheels off and put stock ones on and then dynoed 430 hp

then there is sprung and unsprung weight


YES the LS family of motors weight is in mind just like with all the new vehicles that have alum bare bones rims with plastic covers to save ever ounce possible high end cars go as far as titanium and aluminum lug nuts to save weight


line your 4.8 up against a 350 or LS the main reason most do the swaps is because its a better designed engine its more efficient make more power and just as easy to work on or build as any 350 actually its easier to build than a 350 all you need is a 8 10 13 and 15 mm and a tq wrench. The LS family of motors are the new SBC I dont see why people see it wrong to do the swap unless they are just afraid of what they dont know.


Just finished a swap on a 1972 chevelle I removed a 450 hp built 383 carbed motor and installed a 364 LQ4 with LS3 heads WHY the 383 had a extreme cam heads intake headers demon carb ect the LS just a cam that is barely larger than the ls6 hot cam and it makes the same power but is drivable. SO port the heads better intake tb and valvetrain and he has a 500 plus hp car that he can get in start and drive just as well as his 2006 suburban no issues

TEDSgrad

iTrader: (4)

Unsprung is it! That's where I concentrate.

I probably saved #110 with my LS2 swap and Champion Alum Radiator. I just looked at it as a bonus - never factored into my decision. I added #75 back in Raamat, anyway - though better positioned.
Never cared to weigh in on a V6 vs V8 debate. I have what I have (am grateful for it) and don't feel the need to justify it against a V6. I like my comforts - so the same thing goes with AC. Keep your cool

Lonnie P

I'll take an LS over a V6 anyday... At least a mom in a minivan full of kids will not embarass me from a redlight.

Z28FAST1

This thread really got me thinking about swapping in a 135 hp V6 for my 400+rwhp LS1...



"said no one ever"

abadv8

A friend of mine bought a 1988 (I think) Camaro when I lived in Hawaii. It came with a 2.8 and 200-4R (again, I think). We swapped it out for a SBC 350 with a mild cam and iron heads, mated to a 700R4. I honestly don't recall him complaining about a serious loss of handling after the swap.

If anyone is looking for the elusive 2.8, I'm pretty sure it's still in the scrap pile at the yard just outside Aiea...

APACHE JOHN

buy a traditional SBC alloy block in 406 CID size, AFR 210 heads and a mini-ram and fix all your problems ....LOL at least that's what I want.

NemeSS-TyranT

iTrader: (1)

im putting about 50lbs of metal on top of a full forged iron 6.0.
because **** weight distribution that's why.
sc 6.0 > v6

Zach/90\irocZ

iTrader: (6)

we all know power levels of any v8 engine far exceeds a v6 but thats not what its about ..

but i dont think the focus of this thread was about how much more power a lsx engine can make or to start v8 vs v6 grudge match ...we all know the facts there and i dont see where OP stated that a v6 we kill a v8 in straight line speed or anything else thats displaying raw power or all you guys with v8 and lsx should drop them and swap to a v6

we should know that you do save weight from a iron v8, to a all aluminum v8, and theres the v6, then theres the inline 4.. idk the weight of the inline 4 tho

"seen one in the junk yard not to long ago seem alot lighter then the v6"

i can see the main point the OP is mainly focusing on is on handling performance and balance

and that v6 with the additional weight savings is the ideal combo to acheive the maximum handling gains.. thats not to mention further weight savings with Light Weight Hood ,Tubular K Member/ Control Arms , etc etc to further increase weight savings from the front end.. and the same goes for v8 counterparts to acheive the same goal

decreasing weight from front to acheive a better balance and improve handling no matter if its v6 or v8 but you acheive the most with a v6 due to engine being set back closer to car center than a v8 and its additional weight savings which in turns balances out the car

if you read any handling type articles and look into to full out race cars you see the trends that guys due to acheive better handling and balance
look into many motorsports

and i think it would be a ultimate daily driver .. and alot more fun to drive

look at the small miatas and other small low power cars yes they dont brake any speed records or go 200 mph but they will put a big smile on your face when throwing it in a turn its like having a life size go kart

some really radical v6
Red bull PM580
GT 300 Cars aka Super Gt

then look at
https://www.thirdgen.org/forums/memb...s-my-92-a.html

at the end of the day its about Facts and not about which Engine provides the highest HP rating we all know the facts on that

IMHO v6 is alot more fun to drive in the corners then any iron v8 i cant say for the lsx guys but im sure there is a improvement, .. at the same time its also fun to power slide and do burn outs etc etc and smoke faster cars in the straight line and im sure a theres lsx thirdgen that can handle and hold there own as well but v6 to me seem to handle alot better than iron v8 which feels nose heavy


"Straight roads are for fast cars, turns are for fast drivers." -Colin McRae

25th327RS

iTrader: (2)

Only point I got confused with, was making a big stink about the ls engines not being any less weight than a standard SBC, but title the thread in a way that he wants to compare ls to v6 weights?

Zach/90\irocZ

iTrader: (6)

Word selection isnt ideal and title threw me off as well and Op comes off in a blunt way . but theres a valid point made

This should be moved handling section and more geared in away on producing a ideal weight distribution .. and making a thirdgen the best handling by reducing front end weight to include unsprung weight also

Thirdgen - Weight Distribution Stock - 58 / 42

ZR1 Corvette - Weight Distribution - 51 / 49

"im sure there are variations due to factory options "

No matter what engine choice you choose to run lsX, SBC, V6 they all benefit from weight reduction

This thread can be very useful too people to help understand that

redneckjoe

heres a chart with weights.
http://www.chevroletperformance.com/...ineQRC2010.pdf

25th327RS

iTrader: (2)

Less poundage equaling better handling is common sense. Like most others , I'll sacrifice a little handeling capability for 2-3x as much power

project89

iTrader: (1)

u guys dont get it, a v6 with an aluminum head swap makes the same power as the mighty ls series , and knocks another 30-45 pounds off the v6 i dont recall the exact number

with the iron heads u will need the turbo to make up for the power difference though , this brings the wiegth very dam near each other , but bumps power up to over 350hp/450ftlbs with low to moderate boost levels


een if its 50 or so hp shy of whatever id gladly take that extra wieght difference in something id be using for cornering , say scca or other type of events

for stright line stuff or just a street car thing yeah im going to put the bigger engine in it

though i will admit 3.4 engine with aluminum heads and a 66mm turbo will run 10's way cheaper then u will with the ls or gen 1 engine

Zach/90\irocZ

iTrader: (6)

i agree with you low powered and high power cars are fun in there own way

Miata or AE86 isnt fun drag racing... but its Really Fun in a Auto-X course enviroment

a all aluminum would be the best compromise power and handling and can further improve with tubular stuff

V6 would be a good all out auto x machine and good daily driver mpg reasons

Z28ricer

iTrader: (2)

No, it doesnt, you dont get it, even at the same HP level the V6 isnt going to have the same torque, the same drivability, it will NEVER have the same area under the curve (you arent getting even stock LS power levels with an "aluminum top swap v6" ) sorry thats just reality, when you go adding a turbo setup you lose the weight bias, quickly.

The ONLY spot where dean has any sort of valid point here is in a very limited focus set of points that benefit a V6 setup:

Some sort of sanctioned roadrace/autocross rules limited class, trying to gain an advantage where the power of a V8 setup isnt going to be used.


You want a setup that you might reap the benefits of a little less weight 1 day out of the month at the autocross run, good, focus on that one day, but the reality of it is that there are probably going to be 20 civics and miatas there faster than your V6 camaro around the autocross course.

But on the drive home and those other 29 days of the month the LSx swapped thirdgen is going to be far more enjoyable to drive than your praised V6 toy, or those stripped down civics.


As far as your claim on running 10's cheaper with a 3.4 setup, which is a biased statement, based off of what some people have spent on their swaps, think what you may based off of your ebay turbo ticking timebomb junk, if you wanted to play budget race like that a 5.3+auto swap + spray wouldnt cost squat for those who know what theyre doing in the LS swap world.

I mean hell I can make a 2.0 turbo 240sx run 10's cheaper than you can make a 3.4 turbo thirdgen run 10's, whats it got to do with anything ? Other than neither will be as enjoyable to drive compared to an LS swap.

An84maro

i grew up driving my 2.8 v6 car, have had it for 15 years .... it handles great! I Also have owned my 97 Camaro ss with the LT1 small block for 7 years, it also handles good. Honestly the v6 is just more nimble in the corners when you really want to throw it around, the v8 is slower to respond when linking corners together at fast speeds. Just my 2 cents, I love Camaros... v6s v8s it dosnt matter just enjoy your cars and have fun. oh ya mustangs suck

project89

iTrader: (1)

i shouldnt even bother replying to u but yes an head swaped v6 does make the same peak power of the ls

love hearoing about this 240 that will wipe up anything but have yet to ever see it , do u even own one , or u probably do and its probably bone stock

funny thing is ive built most of these combos i talk about and know what power and how much they cost. and ppl who bash them have never even touched one

even funnier is my 1,500 $ v6 car is faster then 80-85% one the 3rdgens on this forum

and tiking time bomb now thats real funny considering ive run the same stuff for over 8+ years now , well over 100k miles , ticking time bomb my butt

Zach/90\irocZ

iTrader: (6)

i agree with you

but majority people care about straght line performance so v6 isnt a option for most

i forgot about that combo when reading about it awhile back
Aluminum Headed v6 would be a fun car with 300ish thats all you need

project89

iTrader: (1)

knowing dean this post was aimed more for ppl looking to go around corners.
thats why i chimed in , the properly setup v6 will be alot better int hat application , with just about the same power.

and for ppl who think im just hung up on the v6 should really come check out ALL my cars one day , i do own more v8's then v6's

Zach/90\irocZ

iTrader: (6)

your missing the point its really not about the power

have you ever driven a Miata or AE86 or any other well balance low powered car they are very enjoyable cars to drive

More power isnt everything

and its hard to believe a properly setup v6 thirdgen cant be competive


well said

Z28ricer

iTrader: (2)

Why am I supposed to care if you've seen my car ?

Its apart, you DO know how builds go right ? On cars that are a hobby toy ?

You also arent very good with reading comprehension, as I said nothing about using my V8 swapped 240 to mop up anything referred to.


With that clear, so you've bolted up an aluminum top end on a stock V6, and made 320rwhp ?

Thats what you're saying right ? Because thats about typical for a stock LS1 swap....
.

Nobody went out "bashing" your precious V6 setups, because nobody cares, dean came over here jumping up and down about weight, with very likely skewed numbers, again nobody even cares if you can build a possibly better performing car that will shine 1 day out of the month.

Pretty funny that my 240 when it only had the 2.0 was faster than 99.9% of the cars in the V6 section huh ?


You've been running ebay turbos for over 8 years now with no failures ? Ebay wastegates too huh ? Better let all of the people who've had them frag know that they did something wrong, not the pisspoor parts.



Weird, because I didnt notice anybody in LTx/LSx swap tech asking about how to get their cars to go around corners better by swapping to a V6.

Zach/90\irocZ

iTrader: (6)

i agree its more aimed toward cornering

ive seen your threads pretty cool stuff
didnt you just broke a crank

ive have so many ideas a v6 is one of them would be a cool DD

Z28ricer

iTrader: (2)

I'm not missing any point, the point is completely useless where its located, and moot.

Yes i've driven "well balanced low powered" i've also driven pisspoor balanced retarded powered, and well balanced fun powered.

The reality is that a thirdgen is NEVER going to drive like a small 4 cyl autocross micro compact car.

10/10 times at an autocross you show up with a thirdgen built with a V6 setup trying to go fast, those small little cars are still going to be faster, so you've eliminated the potential positive aspect of having a car that can comfortably fit a V8, a/c, power steering etc and be an awesome driver, that doesnt do TERRIBLE at going around turns, and want to suggest going to a V6 setup to do better than the guys with the V8's in the same car on autocross day, while going slower on drag day, with less drivability the other 29 days of the month ?

project89

iTrader: (1)

no that was anothe rmeber who broke a crank, looks like one of the mains walked and cause the crank to flex, but ehh it happens when u stock main bolts and tq to stock specs when u make the amount of power he was making


my biggest blowup is when i broke a valve spring and droped a valve on the dyno was a destroked 3.4 = 3.0L very high reving turbocharged engine


when i finish up some of ym other projects ill get the 3.0 back together , its going in an s10 pickup for drag racing in a displacement limited class

Zach/90\irocZ

iTrader: (6)

i guess

i still defend my case that you can get any thirdgen v6 or v8 to handle very well and competitively

and still be a pleasure to drive on the street

Z28ricer

iTrader: (2)

Oh and to reply to deans original post:


1st you already posted later finally admitting to the 58 Lbs per pair on the iron heads.

We're now at The 84 lbs listed.

I've shipped numerous TPI intake manifolds, those guys weigh in around 60 lbs, i'll give you 10 lbs for the aluminum zz4 intake, now we're at +50

135 lbs lighter, getting somewhere quick arent we ?

The swaps you're referencing also only have a water pump on the front, you're kidding me right ? This was supposed to be your useful comparison ?

An easy 10 lbs difference in the iron water pump compared to the aluminum LS pump...

145 lbs

Another 10-20 lbs easily in accessory weight difference, 88-92 serpentine is a hefty setup...

165 lbs, and thats just a rough guess.

Honestly pulling out a complete 88-92 TPI setup and replacing it with an LS1 with headers will be an EASY realistic 200+ lb weight savings, provided both are auto, T56, maybe not so much if T5 car.