Hey guys,
I've actually debated doing this , obviously it's not the most cost effective route

Anways, has anyone ever dropped a 502 in a C4?

Here's the one I've been glancing at:
http://www.crateenginedepot.com/stor...121-P8C54.aspx

 

If it is for fun or say I have a 502, but For that amount of money alone on a motor, not including all fab work and parts, you could easily build a 396 or get a 400+ plus motor that will make more power, and bolt right in. In fact I'd bet you could have money left over to upgrade drive train, considering there is a 421 600+ hp motor here brand new for like $4500 needs assembly.

Just my opinion. Yes you could build the 502 to even more extreme, but then imagine the investment.

 

The big block idea get's tossed around a few times (it seems) a year. I actually posted a thread about this a few months back. doesn't seem to generate any interest among the forum members (i.e. doesn't end up being a thurough, informative thread).

However, the big-block swap "does" require some fabrication, but it doesn't really sound "as bad" as some make it out to be. Of course, I don't have any first hand experience. But the good news is that the bell-housing bolt pattern is the same as a small block, so you can essentially slap the big-block to your existing 6-speed or automatic.

I've been told that depending on the belt drive components that you retain (use) and the crank pulley that you select may require notching the front cross member for clearance. I do believe that the engine mounts are also interchangeable between the two blocks.

The few forum members that have a big-block c4, and the few articles surrounding this topic do mention that the frame does see an increase in flex due to the power increase. So I'd opt for a 4-point or 6-point bar into the build.

If you plan to keep the creature comforts (i.e. A/C) than you need to do some research to see what factory (or aftermarket) brackets can be used.

my dream big-block build would consist of an alloy-block, 600+ cubic inches! At that point, you can toss the idea of "equivalent to a small block" out the window.

Of course, I had also cross referenced the idea of going with the current LS-x based 500+ cubic inch beast! Of which, the belt driven components, intake manifold (for EFI) and even headers have already been figured out! the best part is that it would look like a small-block Ls-x externally. Ample room to work on the engine, cutting edge GM technology, dozens of parts suppliers. etc.

*edit*

BTW- if you browse the c5/c6 forums, you'll find that guys are making more than 600rwhp (no power adders) with "only" 400-430 cubic inch Ls-x engines! That's without breaking the bank (sort to speak).

400 cubic inch short blocks are seriously affordable these days too (if you go with a power adder). the supercharged c5/c6 guys are seeing 600-700-800rwhp with the correct supercharger, pump gas, and meth inject.

 

http://vettextc.jiminees.com/jeff/C4_BBC/C4_BBC.pdf

http://www.3cinc.net/Motor.html

The how to instructions
http://www.digitalcorvettes.com/foru...ead.php?t=1756

 

Woah that looks awesome. I've always dreamed of dropping a 502 into something...
http://www.youtube.com/watch?v=iBBiN4RRRyQ

 

The owner of "Movit - The Brakes" Guido Frensemeyer even installed a 572 cui in his C4 ZR-1.

http://www.movit.de/htm/corvc4572.htm

Dyno run: http://www.movit.de/images/572leistungsmessung.wmv

317 km/h at the Autobahn: http://www.movit.de/video/zr1video.wmv

And yes, we in Germany are nuts, too!

Regards
Rico

 

Woah, that is sick! Question: why would you buy a zr1 is u planned to swap the motor?

 

502 over any small block

 

RHS has a LSX block that could end up 502 cu. in. It might be less fabrication using that although I'd guess the build would still be sick expensive. From a weight/balance perspective you would be better off.

 

1) for show

2) a BB only weighs a pound more

 

as cool as a BB would be why not build a supercharged sb. seems like the easiest way to make big power without it being a huge PITA.

 

OR, why not build a supercharged BB?

 

why not just call scott schafroff and have him send you one of his 472 in small blocks 10k gets you the motor and no fab work. he even uses a dart block . you could tell your buddies its a 350 leave a stk cam in it and have the ultimate sleeper . hmmmmm may have to look for a 90 c4

 

i remember john lingenfelter telling us about a big block install he did for a customer from chicago. i think the guy was street racing.

 

I want to hear the details of that conversation!

 

Already did the small-block and blower- now I want a BB with turbo/s!

 

My Reher & Morrison 412ci small block dyno'd 687hp at the flywheel...

 

I saw a C4 with a 502/502 in San Diego's car Dreamin Car Show last year. I had pictures but deleted them.

The 502 engine is WIDE, so wide that the manifold was rubbing against the upper control arm on the passenger side. The owner told me it ran very strong. Like all engine swap projects without the proper wiring, looked excessively "juried-rigged".

 

Thats why I say it is not worth the cost of a BB motor for only 500+ hp.

 

My Dad bought a 1990 Big Block last year. My avatar shows a picture of the engine. According to the documentation, the car was taken to Lingenfelter in 1992 for the swap. It has a forged 540 ci BB Bowtie GM engine with the ZF6 transmission with AC. It came with a dyno sheet showing about 640 flywheel HP. No emissions. I have driven the car a handful of times, and I can tell you that I have never driven anything as fast or as fun. He also has a 1990 TT Aerobody Callaway and I would rather drive the Lingenfelter any day. The Lingenfelter drinks the fuel though. It does not appear to have any extra bracing or frame modification. The serpentine belt system seems to be a one off hand built job. The crank pulley is so close to the frame cross member that in order to change the serpentine belt you have to loosen and move the power steering rack to replace it. Everything fits under the stock hood with a one off multiport sheet metal fuel injection intake manifold that must run off the stock computer system using a different tune. The evaporator box has a modified cover like the ZR1 to obtain more clearance for the engine and headers. I have a stock 90 vert and would love to do a similiar type swap someday. According to Lingenfelter only 4-5 of these swaps were done through them and I would love to know who the owners of the other 3-4 are so I could contact them.