http://www.enginebuildermag.com/Arti...ies_heads.aspx

I am thinking this is a really good option.

 

A very interesting concept. Further expanding SBC imfamous interchangability as well.

 

Well....That is LS heads on the new Motown LS block, that uses Gen I/II/III internals & accessories.

"New 'Motown LS' Small Block Chevy Block Accommodates LS-Series Heads"

So.....Swap your L98 TPI into a LS1 headed/intaked engine? I don't think so. I don't think it is LS heads on a Gen I block.

 

No...your right. It's a special block that accepts Gen I internals but allows Gen III/Gen IV heads and intake. The only custom part is the cam...a wierd combination of both worlds. The block uses Gen I mounts so it would be a straight swap for a Gen I motor. IMHO, it's not a good choice if your starting with nothing but I have a Gen II (LT1) T56, a nice Bryant 3.75" stroke crank and Crower
6.25" rods. For me, it could work out pretty nice...a long rod 406 w/Gen III/Gen IV technology and six speed.

 

Yes your are reading how I interpreted it as well and I believe how is intended.

The benefit is for those of us who haven't started modding their stock setup yet or for those that have the $$ and would want to convert. I like the idea of the hybrid....just need to see if a stock composite LSx manifold can be used with it. If so then this is a very interesting option to have a setup capable of making much more hp. I cringe every time I think about doing H&C on my L98 knowing that it might get barely 350 rear hp/tq. My 97 LS1 made 430/400 reah hp/tq with H&C, Headers, Pully, CAI.

It would be nice to get the same our of and SBC and still have great drivability.

 

I believe the latest Hot Rod Magazine featured the block. You can run the stock composite or any after market LSX manifold. When the article hits the Hot Rod website, I'll post a link. What was a shock to the World Products test crew was that the Hybrid build up beat their own top of the line LSX crate motor. Not by much, I think it was only 15 hp but never the less, it's another viable power option we can explore.

This option is really interesting to me because I still have a garage full of Gen I parts that I could throw at this hybrid block that would be useless to me if I began trying to build an LSX from scratch.

 

The Hot Rod article is not on the web but here's one from Super Chevy...

http://www.superchevy.com/technical/...ine/index.html

 

Pretty cool althought I think I would just swap completely to an Aluminum LS block if I were going that far. Interesting...

 

Kinda seems like a solution to a problem that doesn't exist.

 

Thanks for posting the article. Funny I have a garage full of LSx stuff that I haven't used but was saving.

Yeah but there is a little more to it then just dropping an LS2 into a 3rd gen right? Because there is more too it I think it would be worth it if building from the ground up. Afterall most of the complaints on these car is intakes and heads....but it would be nice to drop the 100lbs off of the nose of these front heavy cars. There is only a handful of cars on this board that are really making good power out of a 350....my little old 346cid in my 97 made a lot of power with H&C...and when it was all but stock (except for custom catback..click on my home page) it ran 12.9 on the stock Goodyear Runflats....and that was only on 313/332 rear hp/tq. After H&C I was running 11.7 on street tires...not DRs either.

It seems like a real problem to me when I see 355 cid H&C L98 setups barely producing stock LS6 rear hp/tq numbers.

I have been researching the hell out of all of the mods on this board since joining and with all the setups it seems like not that many are producing greater then 400 rear hp/tq or running low 1/4 times...just a handful.

The options are expensive intakes, headers, heads, and more suspension. My current TTZ averages 22 mpg making 600rwhp...there is a lot to be said for efficiency.

I am all for innovative designs...thats why I own the rights to my turbo hood. So if somebody comes out with a SBC that can except LSx heads and intake...they are way ahead in my book. You can get LS6 heads for $600 bucks these days..and that is fully assembled.

 

You got to keep in mind that this is a Motown block. The production LS blocks are not in it's league with respects to how much power it can handle. These things are built to handle 1000 + hp. And it comes with a 4.125" bore and a capacity to go to 4.200 with .250" of wall thickness. So along with some great features, you get the same strength and quality you would from a World Products LSX block. If a production LS meets all your expectations, then there is no question. Installing a production LS would be a much cheaper. If your looking to build a 427 or larger or your going the massive power adder route , you'd be looking for an aftermarket block anyway...be it GM, World Products or Dart. Like I stated earlier, I was particularly interested because I already have a beefed LT1 T56 that I can keep for this application. I already have a 3.75" Bryant Crank, 6.25" Crower Ti billet rods, and a Moroso road race pan....all for Gen I that will bolt right in to the hybrid block. To find LSX parts of this quality would break me. If the Motown hybrid block prices the same as the Motown LSX block, then it would be a better route for me.

 

true....why not just run a LSX block and build crazy motor and retain all lsx parts

 

If you took the time to read the article you would see that this setup made more hp then the same CID LSx setup. Got to read dude!

Also just click on the LSx swap thread and view what it takes to do the transfer. I have done a lot of cars. Transplants are not as easy as people make them seem and it seems like the amount of money spent and time that it is not worth it to do. I especially don't like work looking like hack jobs either to make something work...things should fit well.

I plan on calling WP soon to get a price. It would be really cool to have a 350 cid that makes 380+ rear hp/tq (auto tranny) through cats, and gets 24-26 mpg. I know for a lot of non LSx experienced people that that seems high...but that is pretty much the norm with a 346cid LS1 H&C setup.

 

I think both options require a good bit of changeover if you look at the big picture. Still interesting idea though. Curious to see where this will take the old SBC engines. Technology is a great thing!

 

Irrelevant. HP/$'s is relevant.

Click on the LSx swap sticky and you'll see my name. Click on my vBGarage and you'll see my LS1/T56 swap project. The "difficulties" with the LSx swap are engine mounts, AC compressor clearance, LS controls, and rear crossmember. This block would allow you to use stock mounts and accessories - big whoop. Oh, Gen I/II transmission.

What you'd have to pay on top of the block itself to use this block far exceed the cost of the LSx 3rd gen swap items. All you can use internally are crank and rods - everything else is special.

Let us know what you find out.

The likelihood of this costing less than a standard LSx swap are slim to none. And, it will weigh more.

But, it will have that all-important "different" factor, so go for it.

 

One thing to consider is computer? What will run the LS cam/heads setup. A TPI puter? I don't think any LS engine has run on batch fire systems so how would that effect the power?

The 3rdgen TPI systems come from mid 80's technology, so it does take a well thought out combo of parts to make good power and money. You have to remember that a higher percentage of people that now own 3rd gen cars are all on budgets. Combine tight budgets and having to buy intake, heads, cam, drivetrain....etc, and you will typically see low hp combo's/slower track times.

 

Perhaps you should read.

After a brief warm-up/break-in period, the engine produced an eye-opening 629 hp/579-lb-ft result. That's about 70 hp more than one of World's regular Motown small-block 427 engines and about 15 horses more than their typical Warhawk LS combos.

Everyone on hand for the test was understandably impressed with the results, but surprised even by its performance over their Warhawk LS combinations with similar specs.

"I have to give credit to Jim Kuntz for working on the heads," said Bill Mitchell. "They flow great, but he has a lot of experience with the design, because it's so close to the Ford design. {emphasis added}

Basically, they cheated.

 

Do you know what heads a Warhawk LS combination uses?

One of my favorite combos is an 346cid (LS6) with a 224/228 cam, Headers, and ETP heads.....it only makes like 470/430 rear hp/tq though.

Anybody running a 350 L98 with those types of numbers?

Here is a guy with an LS1 and his performance results with an Auto...346cid.

Bolt on Mods with an A4 and 3:15's:--------------322RWHP and 330RWTQ
TFS Heads,Cam, Kooks LT's, Hi-Flow Cats, X-Pipe:400RWHP and 400RWTQ
NewCam224/228 581/588 114Yank3200 Stall 3.42s:423RWHP and 399RWTQ

I bet one could get really close using this Motown LS SBC using ETP heads and similar cam...plus use a FAST intake with 90mm TB....with only 350-360cid. Where are those setups on this board located at?

and still use the same pan and bolt pattern for the tranny + accessories.

It just seems that now there arises and opportunity to use new worlds designs on older gens and I understand that the process doesn't really work without naysayers. So I will do what I do and pursue what option I feel makes the best options are for power and then come back some day and show everybody what the results are......without saying I had to swap in an LSx to make decent power and get decent fuel economy.

The fact there may be no need to buy special motor mounts or make drivetrain and interior changes...and still run on a distributor...is very attractive with this setup. Have to see how it works next with the electronics.

 

What does an L98 have to do with it? Nobody is saying just build an L98.

Take-out LS1 engine & tranny, $3000-$4000. Swap parts, figure on $2k (mounts, exhaust, the little things - varies with the car/engine/transmission you start with). If you do headers, round it up to another grand. $7k and you're running 300 RWHP and 25-28 MPG.

Worlds' ready-to-run LS7 blocks are $5k. I'm betting this block will be in that range. Even if it's only $3k, you still don't have a bunch of stuff you need to run. If you have crank & rods, you still need the LS1 heads & pistons. Then you need to buy their special cam, covers, adapters, and you still don't have induction or ignition. If you can do this for less than $12k, I'd be very surprised. That's about what I'll have in my LS1/T56 project (which has extra bells & whistles), including buying the car.

Add cam & heads to the above LS1 for $2k, laptop and HPTuner for another $1k, and you're at 400 RWHP with 25 MPG.

Is it different? Sure.

Is it innovative? Absolutely.

Is it viable? I'm not seeing it.

But, check back in when you've got it up & running. Be sure to keep track of the costs as you go.

 

I think it's a stretch to say this is a traditional small block. Sure, it's LIKE a small block, but it isn't.

Yeah, I can't see this being a realistic option for most. Sure as mentioned, maybe a few people need it for race/sanction rules etc. but I can't imagine who else it would really benefit.

The real issue is going to be the price, which I also agree will be pretty high.

LSx swaps are pretty common place, and not nearly as difficult as some people make them out to be. Sure, even a few years ago that may not have been the case, but even in our local club scene, several people have succesfully swapped them, and most are pretty darn clean looking.

I think to be a viable option, it would have to be cost competitive with a standard LSx swap. Figure you save on not having to swap in new mounts, AND you don't have to go with a new transmission, since a lot of us DO have nice hopped up tranny's already. PLUS, good heads can be purchased a good bit cheaper as well. ALL GREAT POINTS IF IN FACT THE BLOCK ISN'T $3000 OR HIGHER!!!!!!!!!!

....but I imagine it will be.... ...guess we'll wait and see....

 

"Kinda seems like a solution to a problem that doesn't exist."

I have to agree. If you put an LSX intake manifold on it where would the distributor go? You would then need to use the LSX ignition system along with the ECM, wiring, sensors and so on. See the thread on using the 0411 computer.

With the new products comming on line lately like the Dart SHP block and the AFR heads the SBC is not that far off. You can also include the advancement in camshaft design.

 

Am I misunderstanding Darts product here or......It kinda sounds like everyone is misunderstanding what it is really made for...

I think of it as more of a LS1, but with Gen1 internals. Really, that's all it sounds like what Dart made it for. The ability to use the existing Gen1 internals, in a "LS" engine.

 

Keeping track hmmm. Well I do all of my own work (except the line hone and balancing the rotating assembly), and after losing my stock motor with my D1, and going through all of the R&D on my first TT kit...then my second kit..when I finally hit the 850 rwhp mark I didn't account for the extra oil I needed to supply the turbos...so the bearings eventually went. But since building my new motor and putting everything back together....I don't know I guess after spending $25K to get my Z06 to 1k hp I wasn't too worried about spending the dough on a 350 that would make 400 rwhp and get good fuel economy out of my 91 Bird...but it only has 40K actual miles on it....you have to understand I bought my Z06 and 45 mins later I was in the garage changing out suspension.

Here is a link if you want to see the efforts of my work and aid in design, this is what 835 rwhp sounds like under 17.5# boost on a little 347cid,
http://s128.photobucket.com/albums/p...BBQ6-30-07.flv

So I think I am up to the challenge of swapping in yet another L98 (it will be my third one) or LSx for that matter.

I am going to call WP soon and get more details. My goal was to try and keep the SBC in the car but improve the parts that matter...it just seems for the money people are shelling out that the LS1 swaps seem to require a lot more then simply throwing in another motor...I looked at all of the threads and am still debating it over trying to keep the SBC setup. The biggest gain of swapping in an LSx is weight and power...all matter a lot.

This option I thought would be good to bridge that gap between the old and the new to bring the old up to a higher level of performance.

The way I understand the article is that the block is cast so that it would fit traditional SBC bolt patterns with respect to motor mounts and bell housings...but would allow LS heads and intake to be used on it. It requires a special valley cover in order to use the distributor.

I don't mind dropping $4K for a motor that will drop in my current car and make 400 rear hp and still maintain decent drivability and mpg. I was just trying to keep from having to change the K member or modifying the stock one, console for tranny, drive line, rear end etc..

It's good to have this discussion and generate reaction as it brings out people's experience.

1.) Stretch....does anybody esle have a small block big bore 427cid on this board?
2.) I haven't seen any real clean looking LSx swaps...that is part of my issue with them. If somebody has some pic of a clean setup it would be cool to see...might change my mind.
3.) Don't really want to spend 3K on just the block either...unless it is a short block. I have the heads and various other LSx parts.


If it is reasonable I can forsee doing it but if it far out costs doing an LSx swap...I wouldn't...it was mainly for simplicity.

I had a chance last month to pick up a motor and tranny out of an 07 Z06 for $7K....it just seem like it would be worth to try and fit it into the bird.

 

I would like to see how you would put an LS1 style intake manifold on this block and still have room for the distributor. If you can't use the distibutor than that opens up the wallet for a lot more money to be spent.

 

Looks like you have to put a distributor on it. No LS1/EFI/FAST manifolds here.

 

im sticking with my 327tpi powered 91 trans am.......

then someday when i can afford a swap im going LS3 and calling it a day...

 

There's been a few large cube SBC's floating around here over the years. Nothing really new there IMO.

As far as this hybrid block, sounds like a problem child waiting to happen. I lost count how many "Clevor" combinations have come and gone over the years to adapt Cleveland heads to SBF's via various methods and really for minimal gains. So if something happens along the way years down the road, you could end up with a fair bit of useless parts going this way. I'm also not sure how exactly this is supposed to work without penciling it out on paper because the deck height is different between the SBC and LS by just enough to create issues with the intake-head interface with a SBC deck height. So either they performed some magic I'm not seeing or at least one part of the equation aside of the block is special too, whether its the rods or the pistons.

 

i think the only real gain of using the ls heads is just that...you get to use ls heads. thats the main reason the ls engines make the power they do, because their stock valve angles are 15* IIRC. But if you have a Gen 1 small block, instead of spending all the money on a new world block and all the other specialty components you need to make one of these hybrid engines just get some nice 18* heads or brodix canted valves. Yes, they require aftermarket valve train components, but i dont think even having to get offset shaft mount rockers and a new intake is going to add up to all the cost of buying this new style block and what not. I think LSx engines are the $hit, but i agree with everyone else...this just seems like a solution to a problem that does not exist.

 

OK since very few can see any benefits from this setup in a 3rd Gen...

Take your pick from GM's new line up.

http://www.gmperformanceparts.com/_r...09_Catalog.pdf

 

I will have to pick up the new catalog. Looks like it has some new things in it.

 

Just spoke with a rep at World Products this is what they told me.

Bare Block (case is $2113)
Short block ($4500) available in about 1 month.
Cam is a standard SB2 core ground with LSx lobes (firing order) (comp is working on a standard version of this so price will come down)
Single Plane fits with lots of clearance for distributor.

Will check to see if a composite intake (FAST, LS1, etc.) will fit and have room for distributor.....the distributor hole is made with the valley adaptor plate. If it simple adds material from the valley cover to extend over the dirstibutor hole...a composite intake might work....they are going to check.

Lets say
$4500 for short block
$400 for cam
$600 for LS6 heads
$200 for gaskets.

That makes a long block with LS6 heads around $5700. That doesn't seem to far out of line when compared to a forged LSx long block. What do you guys think?

 

Sounds to me like you really really want one! So.....what are you waiting for?

 

I really want to do something!!! I think I got pulled on while going up the onramp by an Inifinity G35 the other day...I certainly wasn't gaining on him..lol I just want to flesh all of the available info on first before making a decision and pulling the trigger. I am not interested in running some super tall single plane either. If this can't accomodate a distributor with a composiste manifold then I am not sure how interested I be in it. May have to go back to the 195 AFR/Mini Ram option like you have listed in your mods. I would like to see some pics of your exhaust.

One thing is (thanks to some advice of some) is I went back over to the LTX/LS Swap section on this board and read the thread regarding what people would do differently if they had to do it over again.....sounds like not too many people have had it turn out as clean as it sounds.

 

Thanks for the information, Shinobi'sZ. So since the LSX and Hybrid bare blocks price out comparably. The peformance build for the Hybrid could actually be cheaper....substantially cheaper if you're going carbed. The LS series motor would need an MSD or Edelbrock system to fire the motor. The Hybrid would use your standard performance distributer. An LS motor needs a harness to work in a swap like in a third gen along with special motor mounts. You can skip these two items on the hybrid. You need to round up an LS compatable transmission for your swap. Not necessary for the hybrid.

Crankshafts are cheaper....
http://www.vhrpartsandaccessories.co...fts/Categories

Distributer is way cheaper....
http://www.vhrpartsandaccessories.co...ors/Categories

Oil pans are about 1/2 price...
http://www.lmperformance.com/18630/1.html
http://www.carshopinc.com/product_in...id/72722/21900

Rods and pistons price out comparably.

This comparison is only based on the LSX 4.125" bore Motown versus the Motown II Hybrid.

 

Woa Woa Woa.....no 195/MiniRam here! 190's and SuperRam, TY! Course the 190's are probably a 195cc after the additional porting.

Click on this thread and down towards the end of the first page I posted a couple pics. https://www.thirdgen.org/forums/exha...t-2210s-t.html

 

Used, I assume. Can the springs handle .650" lift?

 

You'd get similar responses if you asked about any upgrade (like V6 to V8 swap).

 

Sounds like the plan from World is half baked. They dont even know how to deal with the stock LS intake and a distributor eh?

As far as the cam, last time I talked to Comp years ago about cutting a blank for a SBC with LS1 firing order it was $700 to do that. I presume this World block uses the SBC cam?

 

Not with stock LSx springs...you probably know that though right?? But why would I need that much lift I have never had that much lift on a cam in a 346cid....and with only .581 lift have surpassed higher hp levels then most will on a stock displacment LS1/6. In fact I have used the same cam for my NA setup on my 97 and on my LS6 for my FI setups. But to be safe I have an extra set of AFR double valve springs..on the shelf.

Just curious how much power have you made with your LS setup or what kind of times have you run with it?

I am doubtful that you or I have close to the experience that World Products has....not sure about your motivation for that one especially when it comes to a product from a reputable engine builder...after all they did reintroduce a 6 bolt head pattern back to the LS motors for boost applications.

But to validate the productive part of your question, they did comment that comp was working on a lower cost cam to bring the price down...they were up front about that but I never heard the $700 figure from them. But for some $700 might not be that much money.

Keep it coming information, supporters, and naysayers is what lead me to having one of the most power turbo setups on a C5. Wouldn't mind doing something simliar with this old 3rd Gen.

 

I still don't see the point. Yes, there are the .1% out there (if that high) that will always have specific needs, and I acknowledge that, but why redesign the wheel here?

Sure almost ALL of us would love to put LSx heads on our SB1 blocks. -but that's NOT what going on here. When the Vortec 906/062 heads came out, you COULD bolt 'em right up with a new manifold. THAT is (was) exciting news. Groundbreaking gains? -...no, but certainly a valid, and cost effective option. This is a whole 'nother engine altogether.

As I've steadily got the REST of my car upgraded and repaired, I've been researching constantly what my options were for an eventual engine upgrade. Everything from the mild "vette head" TPI, to a big ole LSx, to a traditional big block. Power, cost, and driveability combinations were endless. There are literally MILLIONS of SB1 block (and parts) out there. The LSx aftermarket is ENORMOUS!!! ....Who is WP targeting?

Shinobi, don't get me wrong, I'd love to see you do it. I'm not trying to disagree with your doing this, but you seem to think this is a pretty darn impressive new option. Why do you personally want to do this? I'm curious. Forget who WP is targeting, why is this an option for YOU?


***for the record, I read your post #5. IF you simply like the "idea" of a hybrid, by all means, that's cool with me. No need to explain.

 

You don't have to run a "super tall" single plane. The Edelbrock Performer RPM for LS series is much shorter as is the Victor Junior. Both can be converted to direct port fuel injection. The bungs are already there on the Junior.
http://www.hawkinsspeedshop.com/cate...duct-1452.html

Edelbrock has the whole conversion available.....

http://www.popularhotrodding.com/eng.../photo_09.html

 

My frustration with looking at modding this motor is that a part from a few guys on this board, and all the mods they were doing (including) LSx swaps...that none were really coming away with anything respectable (dyno #s or track times) by todays standards. I like David 91/RS setup as he stuck to SBC and got into the 11's...which is respectable IMO. If I keep my SBC 350, the only thing I would change between mine and his setup is I would use AFR 195 heads and a Miniram.

I do appreciate what you are saying and am not trying to be .01% of any group just looking for options to improve upon my current performance. I get excited when I see companies producing new products that have an approach to suit people with older cars as well as new. I have no attachment to WP...just am excited that at least some company is trying to be innovative and offer something...other then just doing an LSx swap. However after looking at a lot of options I was considering doing an LSx swap because I am familiar with the platform.

See its people like you who point out solutions that make a difference on these discussion forums...trying to look for ways to make things work.

When I started on my second TT project...there were a few people that just couldn't handle it and they bashed...now they all have to shut up as my kit produced 1K hp with a 346cid..and my friends car with the same kit pushed his C5 Vert (346cid) into the 9's @140 mph with stock suspension and 17" Nitto DRs on C5 Wagon Wheels.

Right I asked you about your intake a couple of weeks ago I was mainly relating to the fact that you used aftermarket heads, cam, and intake, but maintained your SBC...and got good track times with it. You information is helpful in my decision making. BTW your exhaust system is ****. My muffler guy just got me a 3" mandrel bend to go over the rear axle....I am printing pics of your system to show him.

When I look over this thread....we have went from little understanding of a new product to a better understanding of price and application....which equals good stuff.

 

I have no problem with you wanting to install this block in your car. I think what we are doing is pointing out the possible pitfall areas. Another one is you will have to use a remote thermostat. I think we want everyone to realize what is involved with this swap.

There are solutions to all of them but it just cost more money. I think most of us would be interested in seeing someone such as yourself take on the project and see what it's potential is. Personnally I don't think it is for the average Joe.

 

Based on some of the above information. If I was to buy the short block, add the cam, heads, it should bolt right up to the existing tranny (obviously would want to install a larger stall..and maybe even beef it up). I will try and use my stock LS6 exhaust manifolds too.

The question now (assuming) a composite mani won't work. Is the use of a single plane intake. Do the TPI injectors pulse per firing order? If they do could I swap them around to the LS firing order?

What I am aiming at would be to use the stock electronics with the LS EFI manifold...then I could just run a plenum over to a CAI.

I am also running this topic over on the Corvette Forum. This info to me is the dagger on the project now.

If I can't use the stock up front accessories....it becomes not worth it to me.

Might have to look at the AFR 195cc Heads, 224/228 114 cam, 1.7 RRs, and maybe NOW a single plane vs Miniram setup.

 

The devil is always in the details.

TPI is a batch-fire system, half & half.

If you step down to a Performer RPM, you'll have to step down the cam as well. The effect on power should be obvious.

 

Now maybe why I said half baked makes more sense. Seems obvious to me that if they did not make an attempt to bolt on a stock LS intake to their creature but they had time to dyno it and do press releases on it, the idea was not well thought out from the start and they just ran with it. So when it comes to ignition, sensors and related FI hardware, and apparently accessories you're on your own. Weird way to develop a 'cutting edge' product to save time money and headache.

 

"World also offers special adapters for LS cylinder heads that facilitate a return flow of coolant to the radiator and accommodate standard SBC accessory brackets."


That quote is from your first link. The next question would be with the adapters in place to bolt on the SBC accessory brackets to the LS1 heads will the pulleys all line up with the crankshaft. Or do you have to modify the accessory brackets to get the right spacing? I would assume World has thought of this but a question to ask before purchasing.

 

It would have made sense had you had supported your statement, but really it only appears to have become obvious after you saw a picture with that particular detail pointed out....it's kind of confusing about your motivation because I have read some other post where you have been able to offer good information. See how the other guys have taken the time to figure it out....or research it....you know the technical information right. As it turns out that may not even be true that one can't run the front accessories....which means it good still be game on.

Yes I will not be purchasing until these things get fleshed out....got me back to thinking about EFI single planes now.

My friends SC kit relocates accessories...and my TT kit relocated quite a few parts in the engine bay...but maintained the serpentine system.

 

Not supported my statement? I already had. They didnt know if the stock LS1 manifold would fit either so its quite obvious to me they did not research this very far before making a casting. The picture just goes to show my previous statements were not off and reconfirms my original statement. Maybe they went back 8 years and read my posts about the bore spacing being identical and figured out why I mentioned that more than once.

I clicked the link and noted they are using the LS1 deck height and it requires special pistons. Those might be just about as expensive as the cam.

Here's some history
https://www.thirdgen.org/forums/tech...n-lt1-ls1.html
https://www.thirdgen.org/forums/tech...m-lt4-hot.html

Go ahead and read between the lines I wrote, it says what you think it says.

One potential way around the distributor issue, that should make the factory intake a non issue:
https://www.thirdgen.org/forums/tpi/...-cylinder.html