Valve Train. Std LS lifters, rockers etc. Longer pusrods because of 9.240 deck height with std SB cam height. SB2 cam core works fine as it is std SB diameter and has lobe positions for semetrical head and has distributor gear and fuel pump lobe.
Standard SB waterpump bolts on and feeds water into block. Water can exit heads front or rear (what ever fits your car better) using either World Products end plates or some people may choose to tap end of head for AN fitting.
Can cores are a little pricey and you need the valley cover to go under std LS manifold and LS heads in general are more money then std SB as they are a more complex casting making this whole deal cost 1500 to 2000 more to build then a std SB Chevy, however the block being cast iron as oposed to aluminum and no need for expensive ignition makes it about 4000 less to build then an LS with the potential of having more HP than either and with both motor mount locations on the block it will fit in just about any application. I guess thats why they call this Hot Rodding.
THANK YOU for chiming in.
more info always help. any plans on building an in house engine?
I can see this being a good block m. Maybe one who has a priy beltdrive or loves their old pete jacksen gear drive. Not a bad idea, but maybe not the best time with a crappy economy. I really like it either way and I have both a sbc and a 5.3 that hopefully be bored and stroked out to a 383 which is gonna be costly in its own right.
Has anyone mentioned racing classes restricted to a factory cylinder head? L92's flow alot better than any double hump or vortec head I've seen. (Ok i know if your in those classes you probably are not going to spend $2k on a block)
I like it, use a MSD distributor plug with a cam sensor, the EFI connection 24x reluctor wheel and a map senosr, and you now have EFI.
I work on a dirt track Late Model race team. We are on a pretty limited budget in comparison to some of the other teams at our track. Most other teams run aluminum block SB2 engines, 20-30k engines that push 850-900hp. With the Motown LS block, we can use most of our standard SB parts which are resonably priced, along with some really good LS heads (such as the GM LSX-CT heads) and hit the 850hp mark at about $10-12k. Yes there is some weight difference, but this block is still lighter than the current steel SB we're running now.
We also have requirements such as distributor, mech fuel pump, etc, meaning we have to run a traditional SB/BB based engine, LS won't work currently. The LS style heads are far superior to the standard SB heads, even just looking at the valve angles (11 degree vs our SB 18 degree heads). Really looking forward to seeing what this engine can do.
Valve Train. Std LS lifters, rockers etc. Longer pusrods because of 9.240 deck height with std SB cam height. SB2 cam core works fine as it is std SB diameter and has lobe positions for semetrical head and has distributor gear and fuel pump lobe.
Standard SB waterpump bolts on and feeds water into block. Water can exit heads front or rear (what ever fits your car better) using either World Products end plates or some people may choose to tap end of head for AN fitting.
Can cores are a little pricey and you need the valley cover to go under std LS manifold and LS heads in general are more money then std SB as they are a more complex casting making this whole deal cost 1500 to 2000 more to build then a std SB Chevy, however the block being cast iron as oposed to aluminum and no need for expensive ignition makes it about 4000 less to build then an LS with the potential of having more HP than either and with both motor mount locations on the block it will fit in just about any application. I guess thats why they call this Hot Rodding.
An SB2 cam will not work because it is a mirror port layout. The cam would have to be a core meant for any one of the the symmetrical port SBC heads such as the Dart/Buick, Little Chief or Brodix BD series. The one change to how the cam must be ground would be reversing the lobes on intake and exhaust. All the mentioned SBC style heads from front to back puts the exhaust valve first whereas the LS head has the intake valve first.
I have done many SBC engines including an SB2.2 and 18 degree engine but currently have an LS motor in my car. The greatest argument against the hybrid LS/SBC block I can think of is that well, there are plenty of SBC ehads which are better than LS heads. With the exception of the dynosaur Dart/Buick I mentioned, those other mentioned styles SB2.2, Little Chief, Brodix BD or even wedge heads such as a later 18 degree, 15 degree or Pro-Comp style program will perform with the very best LS head available and in most cases better. The only ones which will come be comparable are the newer GMPP-CT, GMPP-DR , C5R, ET Canted, LSX-R or LSW. The guys who would be after the hybrid block are most likely not going to use the LS race heads and will not be interested in the SBC race heads- let alone even know what they are.
So what I am saying is I don't get it either. You can build a great SBC with many of the available heads out there and you can build a great LS with the many available heads out there... Do one or the other- or build a BBC. With all the bullsh*t associated in using expensive and specialty parts on a wild SBC or LS engine, you can go with a 598BBC that will make 900hp on pump gas. And no, I am not dreaming that figure up- it has been done.
