Best Chevy SB for conversion, I want to start the hunt for the short block Options

[Jaiden]

Now the question is what's the recommended set-up to have the most parts availbility/ ease of install.

Early block? late block? Vortec heads? Standard heads?

Give me the low down so I can get a motor. Once I get the motor there will be no stopping me (IMG:style_emoticons/default/piratenanner.gif)

Well except all the other parts for the conversion (IMG:style_emoticons/default/headbang.gif)

Don't hold your breath on this one since I just dumped a grand into the front end rebuild but I'll get it started!

[boxstr]

350 SB is the easy and quick way to go. Crate motor would be good. Check the Renegade site for the kit costs. Good luck, they are fun, I have had 5 of them. Wish I still had each one.
CCLINICOULDHAVEAV8

[zymurgist]

The GM Goodwrench engine seems to be a pretty popular choice. Back when I built my Corvette, you could get a Mexican-built 4-bolt engine with standard (old design) iron heads for about $1200 brand new.

In a 914, I'd probably go with aluminum heads to save weight... if you can get your hands on an L89 350 ('86-'91 Corvette), you get aluminum heads and Tuned Port Injection. Not the greatest injection out of the box as it doesn't flow enough air to feed a built 350, but plenty of power for a light car. LT1 ('92-96 Corvette) engines are different as they use reverse flow cooling heads (also aluminum), and I believe the injection is set up for a higher RPM range. Some LT1 parts won't interchange with older engines, so do your homework.

I went with an engine built by a local builder, and the engine came with pocket ported iron Vortec heads. The Vortec heads are pretty sweet, but you won't find as many intake manifolds that will work with Vortec as you will with the older heads.

And then there is the '97-'05 LS1 engine, which is all aluminum (Vettes only)... and I'm sure that a lot of Vettes have been wrecked since '97...

Just some ideas... hope this helps.

[sanman]

85-91 corvette L98 not L89

[zymurgist]

85-91 corvette L98 not L89

Doh! You're right.

[Dr. Roger]

aluminum heads are approximately 25lbs lighter, per head, than cast iron. $2000 for alum heads devided by 50lbs = $40 per lb in weight savings. If you've got the cash go for it. =-) I'm a CSOB. LOL

the vortec's are notorious for cracking as they are mostly mfg'd in mexico. i've got a cracked set you can see.... higher flow but you've got to find a set with no cracks. good luck.

cast heads are found on craigslist and thru word of mouth for $100 per set rebuildable. i've got a machinist near by who's about worthless and I'll travel way out of my way to have the work done on time, on price.

love to see your ride when she's done.
Roger

[Hybrid_Teener]

i thought the camaro, firebird, GTO ls1s were aluminum also...

hmm...

"As the fourth-generation of Chevys ponycar soldiered on it received numerous upgrades, the most notable being the retirement of the LT1 V8 in favour of the fantastic all-aluminum LS1 V8 in 1998,..." ~AOL Autos

(IMG:style_emoticons/default/owned.gif)

[zymurgist]

My memory ain't what it used to... what were we talking about again?

[Jaiden]

First yes the LS1 in the camaro/ firebird IS aluminum.


Second were talking about the best Chev to use for a conversion

Now the older SB or the newer SB?

After talking with a few chev heads the vote from them would be the LT1 or newer.

Is there any differences in regards to using them for a conversion.

Different balancers? different mounts? Engine lid interferences with available manifolds etc...

I want to do this in expensively but not cheap so I want to start with a junkyard V8 to get the conversion done then I will remove the motor during the winter and rebuild.

[GWN7]

cost wise:

engine out of a low milage wreck (see above choices)

GM crate engine http://www.gmgoodwrench.com/perfpartsjsp/p...ion=ce&cat=9274

Build a 302 (283 crank 327 bore)

You want a fast reving, high hp, low torque engine. The torque is what is suppost to kill the trans. Along with shock loading them.

[lapuwali]

Bearing in mind I know next to nothing about V8s, I'd think a short-stroke engine that revs would be the best bet, since you're fairly limited on gearing options. Put a high-revs cam in it, and tune it to be happy cruising at 3000-4000rpm.

To keep the gearbox alive, I'd also think going with the smallest possible engine would also help. Even something under 5.0L (i.e., 300cu.in) would still be way more than enough, unless you're building a drag car.

[Jaiden]

Guys let's stay on focus.

I'm not concerned with the engine peformance parameters at this point I'm concerned with fitment. I know the problem with the gearing of the 901 and the conflict between the engine torque and the 901's more fragile parts.

So again which SBC old... New... LT1... LS1 will be the best in terms of fitment and conversion parts availability.

Like is there a problem with the LT1 manifolds being to tall or the vavle covers on the early sb's having more clearance with the fire wall?

Basically which motor will fit in the engine bay with the least issues.

[Dr. Roger]

there's been many a conversation about putting a high winding OHC V6 from Honda, Acura, or... lightweight high winding HP is what it's all about unless you upgrade the transaxle.

i've go the flipped H gear in my 901 so highway cruising is very respectable.

an all aluminum V8 would be just SICK.... LOL Go for it... I'll cheer you on. (IMG:style_emoticons/default/clap56.gif)

[Dr. Roger]

oh,
the LT1's and newer engines all fit with some mild persuading.

the intakes on all V8's need to be low rise unless your not afraid to do some cutting or custom work.

kennedy makes conversion adaptors for both old and new SBC's.

valve covers are the least of your worries and new and old will be fine unless yo go crazy with something tall and aftermarket.

LT1 intake manifolds are OK but you mayhave to trim underneath the bonnet like I did.... =-) and I'm using a higher rise street dominator intake with a edelbrock 750 dbl pumper and a real short air cleaner. old block.
motor mounts are the same i think.

i believe both motors will fit about the same.

hope that helps.

[street legal go-kart]

cost wise:

engine out of a low milage wreck (see above choices)

GM crate engine http://www.gmgoodwrench.com/perfpartsjsp/p...ion=ce&cat=9274

Build a 302 (283 crank 327 bore)

You want a fast reving, high hp, low torque engine. The torque is what is suppost to kill the trans. Along with shock loading them.

As usual good advise from our friend from the GWN.
Best advise so far.
This is the combo that Penske raced in the Z-28's.
I still run one in my beater GMC.
300hp, 188 tq, 17 mpg @ 2600rpm.
Aluminum heads will save about 110 lbs.

JT

[Dr. Roger]

fitment issues are both shown here.

the left valve cover hits the firewall and the dizzy will hit the rear trunk and needs to be cut out and re-engineered.

(IMG:http://www.914world.com/bbs2/uploads/post-2-1124943772.jpg)

[Jaiden]

Thanks!!! Dr. Roger That's what I was looking for.

I guess it's pick your battle each style having slightly different fitment issues.

[jimkelly]

I have a 283 2barrel long block if you want it ((free)) it came out of a 1965 impala - I got it on ebay and picked it up in southern VA. Pick up only.

Jim

--

Thanks!!! Dr. Roger That's what I was looking for.

I guess it's pick your battle each style having slightly different fitment issues.

[wbergtho]

I have an LS6 in my 74 914. The only thing available for the conversion is a Kennedy adapter plate, clutch kit & flywheel to marry a Porsche trans to it. Beware of all the custom fabrication involved when choosing this route...also, know that a 901 will never live...even with a stock 345-350HP LS1. You will spend even more money on a flipped 930 box...(forget the 915...I've done it all before and they blow up almost the same as a 901...and cost over $4,500). That said, you can have alot of fun with a modern fuel injected all aluminum computer controlled LS1/LS6 motor...it just costs alot and requires a shit ton of work. Also, when using an LS series motor, you will have to cut the firewall to allow enough room for the engine to fit...and you will have to turn the intake manifold 180 dgrees backwards (not a big deal...it's engineered to do this).

Regards,

Bill

[Mueller]

are you going with a conversion kit or going to piece it together yourself??