944V8inDFW

here we go with the internet facts

944V8inDFW

if by a small weight savings you mean around 50

xschop

I know for a fact that I'm the 1st to be putting in the 5.3l ironblock. There are nuances to this motor and all I can say is the swap is ALOT less expensive than doing an LS engine. I figure that if you stick a bare iron block LM7 next to a bare LS block, there would be about 75-80 lbs difference (Remember the LS engines still have steel sleeves inserted in 8 banks!!!)
With a $250 cam I should be confident with 400RWHP.
I am about finished with all the mods to this street menace as it will be a daily driver. I am finishing a bracket that lets you run the stock 944 power steering pump and the inexpensive Truck 5.3l Alternator at the same time not interfering with the 944 headlight motor and you don't even have to touch the 944 PS reservoir, they all stay in their factory locations. The F-body PS pumps are not good/matched for the 944 rack, don't let anybody fool you. I have removed all AC stuff and windshield wiper BS and just completed 25 lbs more reduction with Eric's Euro Bumper (I should get another 2 lb. redux, I was lazy and did'nt remove the 2 outer bumper signals LOL)
I just have wiring harness to finish and some piping when it warms back up and I will fire it up...here's an earlier pic during the build....I've come a long way since this drop-in....

marky522

I agree that you can do the iron blocks cheaper, but i dont think its THAT big of a difference, I got my LS1 Longblock for $600 and have maybe $400 more into bits and pieces that would be equivelent to the complete 5.3 that i could have gotten for $550. I actually had given up on getting an LS1 and was looking for a iron block 6.0 when I found my deal... I think ill be happier in the long run with the LS1.

Mark

Potomac-Greg

I wonder if anyone has tried the 4.3 liter vortec engine -- 3/4s of the small block. It's no LS1 but it probably leaves some room at the front, similar weight to the LS, and can probably put out 250 hp with some work.

xschop

I got the enitre engine (only 43k miles) and all accessories for 7 bills. Also made my own brackets to keep the Trucks injectors sitting on the LS1 intake. Some of the Vette guys and swappers want the 5.3l heads and some want to get a ragged out 5.3l and punch it out so they can charge the block...hmmm, so why not just get the 5.3l from the start?
Also the coil packs on the heads are in a better location for the swap than the LS engines. The hardest part of the swap was the brake booster delete and that's a done deal.

IIRC, the 4.3l that I yanked out of my S-10 had the same BH pattern as the LT-LS blocks, so a Corvette C5 Bellhousing with the C5 adapter and the V6 4.3l would be a joke. Those can be cammed and heads ported for reliable 300 horses, but the 4.3 heads are cast iron, although there are alloy aftermarket heads for them. If someone wants to stick in a V6 and has a cad drawing of the adapter plate, I can machine a 1-off. I looked into the VQ35 engine (Nissan) and a Pathfinder BH would be fairly easy to slap on the 944 TTube flange....FYI

marky522

With the LS you have PLENTY of room up front of the engine, With out accessories i bet i have over a foot of clearance. You would have the same install cost, and basically only save on the engine, so if you were happy with 250HP thats fine, to me going with the 5.3 at least would be the best.

marky522

Yeah, I cant wait to get your delete plate and single master setup... Its very near on my list....

Mark

944V8inDFW

xchop, I assume by using a iron block you are planning to throw some boost at it! You bring excellent points that the internet fact passers have no clue on.

Actully my favorite engines in the LSx series are the 6.0 truck engines. The LQ4 and LQ9 I like them so much I am transplanting one into my 1937 Packard convertible! Lots of the race guys that spray or boost prefer the iron blocks, as they tend to be a little more stable with very rapid temp changes.

944V8inDFW

The late 4.3 GM engines with the balance shafts are great motors for long life, even the early ones were for that matter. As 90 some percent were used in a truck platform the torque and horsepower peaks all come on very low. With that in mind the heads on them are gasping for air at around 4500 rpm. The flow is just not there. In stock form most depending in year are in the 200 foot pound range with tuning and exhaust 225 is reachable. Beyond that range massive headwork is needed. Not very many people that do it, so needless to say expensive. I would venture to say you could buy a good shape 5.3 v8 for what you would spend on just head work in a 4.3. All the time thinking WOW I could have had a V8!

xschop

Yeah, the alloy block guys all avoid the topic when it comes to slipping sleeves due to different metal expansion rates between the LS alloy blocks and their steel sleeves. I have personally seen the aftermath from a slipped LS1 sleeve...

Hotshoe

Check this out:

http://www.autoblog.com/2009/11/17/a...-corvette-zr1/

The dry sump LS3 sounds very tempting. I'll have to check it out.

V2Rocket

for the record the 4.3 is a v6, the smallest v8 is a 4.8

xschop

I also like the idea of a supercharged 3.8l from the 97-99 Buick Riviera cars as a daily driver. The headers would be easy on those as well as the 4.3l Vortec's.
Although the Ford 3.8l v6's have alloy heads from the factory and there is plenty of support for them to get your beef up.

944V8inDFW

i took that he is / was talking about the V6 as he said 3/4 of a small block