Oh justin...
The only thing similar about the sbf and the lsx is they're both pushrods. Everything is different intake to oil pan.
Well this is my point. Again, the only magical design to the ls juan is above the pistons friend. Below this its all the same... so it can be done to a sbf, bbf etc. This is why I included different heads, intake and cam. And if you built yours for 2k you just proved my point, actually both of em. The ford is just heavier. No denying this fact.
Oh justin...
The only thing similar about the sbf and the lsx is they're both pushrods. Everything is different intake to oil pan.
Oh Guy..... the design may appear different. But they are airpumps. Any engine builder will tell the magic is the cam grind, and heads are most important. I know Ford and Chevy dont interchange parts. I am talking functionality....
Like i said, cant change design, the lswon sits further back, lower in the bay and all displacement engines are the same size. The crank is completely in the block as opposed to the sbf, ive already been through this with Nik, the sbf cant touch that. And thats why its better in MY car then a sbf. And you cant say im cheating or cutting corners or being lazy, i have 2 pretty badass engines on stands here.
I havent ever talked **** about your cars, you know that. And I call you a troll cause you give the ls juan all praise and yet you spent ls1 money to build you sbf. I cant bitch about that either. You kept it Ford. Once you bastardize, I will then pursue you like redfoxgt
Ive already bastardized, see sig
Also remember i had those parts for a LONG time. Even before i sold my dart engine
On this school of thought... You said it is 2500-4000 for a complete ls... Hmm.
A 94+ 351 (roller) from yard around here is $200 all day long. Machining is around $150 for it to be tanked, freshened etc etc... Rebuild for another $200 or so, nice set of heads for 1500 from summit or even cheaper on Craig's but well pretend all new, custom cam $350 and miscellaneous like gaskets and valve train another $300.
Block: 200
Mach shop: 150
Rebuild: 200
Heads: 1500
Cam: 350
Gaskets and other:300
Intake manifold: 400
3100 for a potent and stout combo, and that's if you aren't looking for deals. I'm guessing almost 400 to the wheels wouldn't be difficult.
3k is a realistic budget if you used Craig's, or to have 90% if you're going all new/rebuilt.
A. Your numbers are way off for the machine shop, and the price of a 351 from a junkyard.
B. That very vague combo you just whipped out of thin air wouldnt make 400 to the tires.
C. A cam swap, LQ4 with a carb has been proven to make 480hp easily. No trips to the machine shop, just bolt on a cam, valvesprings(included with the cam), and an intake.
A friend of mine looked for a long time for a good 351 block, and paid $350 bucks for one. There not as easy to find as everyone thinks. However, one call to a junkyard within an hour of me and i could have a LQ4 motor for 1500 with a computer. 351's are becoming rare because they have been out of production for a while.
A. Your numbers are way off for the machine shop, and the price of a 351 from a junkyard.
B. That very vague combo you just whipped out of thin air wouldnt make 400 to the tires.
C. A cam swap, LQ4 with a carb has been proven to make 480hp easily. No trips to the machine shop, just bolt on a cam, valvesprings(included with the cam), and an intake.
A friend of mine looked for a long time for a good 351 block, and paid $350 bucks for one. There not as easy to find as everyone thinks. However, one call to a junkyard within an hour of me and i could have a LQ4 motor for 1500 with a computer. 351's are becoming rare because they have been out of production for a while.
I'm definitely in agreement with that, believe me im not mindless about the advantages of the lsx and the windsor. But not all engine fit every application, sure they can be made to do similar things but the edge goes to the lsx plain and simple.
Ehhhhhhh, like you said, it depends on application.
For the average Mustang owner, it makes more sense to build an SBF. No fabrication necessary, and the ~50 lb difference between the LS and the Windsor is going to be almost completely unnoticeable, even if the car is somewhat competitively raced. 50lbs is just a solid diet away for some people.
Also, the biggest common stroker you can do in a LS1 block is 383. You've gotta step it up to an LS2 block before you can go as big as the Windsor can. Also, LS stroker kits are much more expensive than SBF stuff is.
And let's be serious, if you're building for more than 700-800 HP, you've got the coin for an aftermarket Ford block. Then the durability of the iron LS block is kind of a moot point.
So I don't know, I like the LS engine, but I don't think it always has the "edge" over the Windsor. I think the only time it would be the clear winner is if you were building a sub-700 hp race car and you were counting every last pound of weight (and I know this is right up your alley). In that case, the aluminum block LS would probably be the logical choice.
Also, the biggest common stroker you can do in a LS1 block is 383. You've gotta step it up to an LS2 block before you can go as big as the Windsor can. Also, LS stroker kits are much more expensive than SBF stuff is.
LS1 block maybe, but the 6.0 truck stuff can go to a 408 no problem
Like i said, cant change design, the lswon sits further back, lower in the bay and all displacement engines are the same size. The crank is completely in the block as opposed to the sbf, ive already been through this with Nik, the sbf cant touch that. And thats why its better in MY car then a sbf. And you cant say im cheating or cutting corners or being lazy, i have 2 pretty badass engines on stands here.
its alot more then 50lbs, and even so, 50lbs off the front suspension is a HUGE difference. Like ive been saying its the best application for MY car, i just its true for ALL cars so to ruffle some feathers. It works too, ive gotten angry texts from just around 2am LOL
On this school of thought... You said it is 2500-4000 for a complete ls... Hmm.
A 94+ 351 (roller) from yard around here is $200 all day long. Machining is around $150 for it to be tanked, freshened etc etc... Rebuild for another $200 or so, nice set of heads for 1500 from summit or even cheaper on Craig's but well pretend all new, custom cam $350 and miscellaneous like gaskets and valve train another $300.
Block: 200
Mach shop: 150
Rebuild: 200
Heads: 1500
Cam: 350
Gaskets and other:300
Intake manifold: 400
3100 for a potent and stout combo, and that's if you aren't looking for deals. I'm guessing almost 400 to the wheels wouldn't be difficult.
I know there will be other costs associated, but if you ask Shaolin if he'd spend 1500 on run of the mill cylinder heads he will laugh at you. They can be had for half. That's why I am not accounting for other bs. 3k is a realistic budget if you used Craig's, or to have 90% if you're going all new/rebuilt.
Im tellin you Nik, gotta look at the whole package. My intake touches the firewall seam. The lsx sits lower then the seam and touches the firewall in that area below it, thats at least an inch further back, the bellhousing also sits further into the trans tunnel, even if you use a different intake the sbf bellhousing will hit the tunnel. Even the pciture says the lq truck oil pan is 3" deeper, lets keep it to the car pan. Even less with dry sump.
Just measured my engine, intake to oil pan and it measured 31.5"
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