I want to replace the engine in my camaro (currently a 2.8 liter v6)and i dont know what to do should i build an engine or buy an engine. I went to gm's high performance website and found the Rocket block which has oversized everything from a cam opening to big block main bearings and a front mounted oil filter which is really cool you have to see for your self go to www.gmgoodwrench.com and go under v8 small blocks and i found a crate ls1 vette engine now if money wasent a problem what would you get thanks Dave.

 

So I take it money isn't a problem? How about technical expertise?

 

Well i can say i know enough and i have connections to people who can build me an engine if desired and drop it in for cheap.
I think i can manage if not i have poeple to talk to Dave.

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I cringe whenever I see a question like this. V-6 to V-8 swap is no small deal. I did my first engine swap over 25 years ago, have done several in between, and I still found this project challenging. I was motivated by a cracked block 2.8 with water in the oil that wiped out the crank and a few rods. I thought I was getting a good deal with the donor car, which certainly made it easier to do, but it was not unquestioningly economical.

What year is your car? What are you trying to achieve? A 3.4 V-6 crate engine will have more power than my LG4 does now, and is practically a bolt-in. LS-1 is a MAJOR undertaking!

Rocket block? Not sure what that is, couldn't find it on the site you list. There are several performance blocks referred to as "Bow Tie". But, hey, I'm always willing to be educated (hard to do with your mouth open, so I'll shut up now).

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82 Berlinetta, orig V-6 car. Rescued w/86 LG4/TH700R with all harnesses, sensors, ECM, etc. 2.73 open. Cat-back from '91 GTA, Accel HEI SuperCoil. AMSOIL syn lubes bumper-to-bumper. Daily driver, work-in-progress (LB9 w/ZZ3 cam, exhaust, paint, etc.).
57 Bel Air, my 1st car. Currently 396 .030 over, Weiand Action+, Edelbrock 1901 Q-Jet, Jacobs Omnipack, 1-3/4" headers, TH400 w/TCI Sat Night Special conv & shift kit, 3.08 10-bolt, AMSOIL syn lubes bumper-to-bumper. Best 15.1 @ 5800' Bandimere. Daily driver while Camaro was being put together.

 

Ok here is the info on the rocket block and my car it's a 1988 chev camaro and i want to use it for a street strip car more for the strip.

Cast Iron Rocket Block (Tall w/Wet Sump)

This cast iron block is precision machined and does not require additional "blueprinting" to correct production tolerances. All block dimensions are machined to +/- .001". The block's extra-thick siamesed cylinder walls provide a minimum .275" wall thickness with a 4.125" bore. The cylinders can be bored to a maximum of 4.155" diameter. This block also uses the standard GM small-block V8's 4.400" cylinder bore centerlines. The outer water jacket walls are scalloped to enhance coolant flow around the siamesed cylinders. This block is available with deck height 9.325" (.300" taller than production). The reinforced deck has a minimum .625" deck thickness, regardless of the deck height specified. The head bolt holes are blind-tapped and the head bolt bosses are freestanding to minimize cylinder bore distortion. The three steel 4-bolt center main bearing caps have splayed outer bolts. The 2-bolt front and rear bearing caps are retained with studs. Blocks with standard deck heights use 2.45" main bearings; tall deck height blocks use 2.65" main bearings. This block uses a pre- 1985 two-piece small-block rear main bearing seal. Compared to a production small-block V8, the Rocket block's camshaft is raised .390" (4.912" camshaft-to-crankshaft centerlines). This relocated camshaft will clear a 4.125" stroke crankshaft without interference, eliminating the need for a small base circle cam when using a long-stroke crankshaft. This block uses big- block V8 cam bearings. These larger cam journals allow the camshaft base circle diameter to be enlarged, which enhances camshaft strength and reliability. The lubrication system has been revised. This block has a "priority main" lubricating system that directs oil to the main bearings before the cam bearings. The main oil gallery is located next to the camshaft tunnel: oil can be pumped into this gallery through a boss above the timing chain cover or through the bellhousing flange behind the #7 cylinder. In wet sump versions, the rear main bearing cap is machined for a standard oil pump. The oil pan rails are spread .800" (.400" per side) compared to a production small-block V8. These pan rails will clear up to a 4.125" stroke crankshaft in tall deck blocks with minor modifications. Other additions to this block are: dual starter mounts, production bosses for side and front engine mounts, and provisions for a block-mounted mechanical fuel pump.

Part Number.....22551788............22551790
Deck Height......9.025"(std.).........9.325" (tall)
Oiling System...Wet Sump...........Wet Sump
Main Bearings...2.45" (350-type)...2.65" (400 type)
Bore Diameter...4.000"-4.190"......4.125"-4.190"
Technical Notes: Depending on components used, bottom of bores and oil pan rails may require notching and additional machine work for connecting rod and counterweight clearance. Mounting the starter on the left (driver's) side of the block provides additional clearance for an extended oil pan. If the block-mounted oil filter is eliminated, a remote filter is required.