Tall deck BBC in a C4?
Safety Car
Joined: Feb 2000
Posts: 4,564
Likes: 110
From: Austin Texas
Not sure why you would want to...
The weight will make the car handle like a pig. If you are planning to only go straight in 1/4 mile increments, it's fine...but it's gonna plow like my Kubota tractor.
You'd be better off with an LSX motor cost wise...you can get some fairly sizable cubes in them and they are aluminum. Shaves weight on the entire car easily.
An AL big block will certainly set you back some serious cash...more so than an LSx version (I think).
The weight will make the car handle like a pig. If you are planning to only go straight in 1/4 mile increments, it's fine...but it's gonna plow like my Kubota tractor.
You'd be better off with an LSX motor cost wise...you can get some fairly sizable cubes in them and they are aluminum. Shaves weight on the entire car easily.
An AL big block will certainly set you back some serious cash...more so than an LSx version (I think).
Melting Slicks
Joined: Mar 2008
Posts: 3,022
Likes: 3
From: Chandler Arizona
Not sure why you would want to...
The weight will make the car handle like a pig. If you are planning to only go straight in 1/4 mile increments, it's fine...but it's gonna plow like my Kubota tractor.
You'd be better off with an LSX motor cost wise...you can get some fairly sizable cubes in them and they are aluminum. Shaves weight on the entire car easily.
An AL big block will certainly set you back some serious cash...more so than an LSx version (I think).
The weight will make the car handle like a pig. If you are planning to only go straight in 1/4 mile increments, it's fine...but it's gonna plow like my Kubota tractor.
You'd be better off with an LSX motor cost wise...you can get some fairly sizable cubes in them and they are aluminum. Shaves weight on the entire car easily.
An AL big block will certainly set you back some serious cash...more so than an LSx version (I think).
I think a custom low-profile intake manifold and a TB in the current configuration "might" clear the stock hood, but subtle cowl hoods are available (can also shave weight).
I think the weight difference is exaggerated. Depending on the components used, you can counter-act the increased block weight. Not to mention that it also depends on model year of c4 in question.
Safety Car
Joined: Feb 2000
Posts: 4,564
Likes: 110
From: Austin Texas
Well, tall deck means serious cubic inches (possibility). Like a 632???? It's still tough to beat a serious built big-block in terms of raw power. "But" modern LS engines are certainly more supported.
I think a custom low-profile intake manifold and a TB in the current configuration "might" clear the stock hood, but subtle cowl hoods are available (can also shave weight).
I think the weight difference is exaggerated. Depending on the components used, you can counter-act the increased block weight. Not to mention that it also depends on model year of c4 in question.
I think a custom low-profile intake manifold and a TB in the current configuration "might" clear the stock hood, but subtle cowl hoods are available (can also shave weight).
I think the weight difference is exaggerated. Depending on the components used, you can counter-act the increased block weight. Not to mention that it also depends on model year of c4 in question.
Granted...there are plenty of options available. There are 4" rise hoods...and all manner of things that can be done. The key is the end result...which the OP hasn't addressed.
Yes...you can shoehorn a BBC into a C4. BUT, the entire drivetrain is going to need SERIOUS attention. The D36/D44 won't hold up for very long...and frame notching is going to be required just to get it in there. Not something for the weak of heart.
Melting Slicks
Joined: Mar 2008
Posts: 3,022
Likes: 3
From: Chandler Arizona
JUST the difference in weight between my L98 iron small-block and an LS7 is something in the range of 150#...a big block weighs significantly more than my small block.
Granted...there are plenty of options available. There are 4" rise hoods...and all manner of things that can be done. The key is the end result...which the OP hasn't addressed.
Yes...you can shoehorn a BBC into a C4. BUT, the entire drivetrain is going to need SERIOUS attention. The D36/D44 won't hold up for very long...and frame notching is going to be required just to get it in there. Not something for the weak of heart.
Granted...there are plenty of options available. There are 4" rise hoods...and all manner of things that can be done. The key is the end result...which the OP hasn't addressed.
Yes...you can shoehorn a BBC into a C4. BUT, the entire drivetrain is going to need SERIOUS attention. The D36/D44 won't hold up for very long...and frame notching is going to be required just to get it in there. Not something for the weak of heart.
Stock small block deck height is about 9.1", a tall-deck big block is about 11.1" (referencing dart's aftermarket blocks). That doesn't necessary mean a cowl hood is required. I can't argue that because I do not have personal experience with a big block.
Team Owner
Joined: Oct 2004
Posts: 81,241
Likes: 3,063
From: altered state
St. Jude Donor '05
Difference if you have alum heads/intake/accessories isnt that bad
I could hardly tell the difference bet a L98 and LT5 100 lbs is nothing unless youre seriously pushing the car real real hard
Big cubes big fun.
I could hardly tell the difference bet a L98 and LT5 100 lbs is nothing unless youre seriously pushing the car real real hard
Big cubes big fun.
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Safety Car
Joined: Feb 2000
Posts: 4,564
Likes: 110
From: Austin Texas
An L98 weighs in at 600#.
An LT5 is also about 600#, but the weight is MUCH higher on the engine.
A BBC Mark 4 tips the scales at 685#. A ZL-1 tips the scales at 550#, but will cost you a lot.
You might not think it makes much difference, but the C/G difference is huge. It's why a ZR-1 can't even come close to handling like an L98 version with the same springs, shocks and sway bars. They plow through turns and basically stink when it comes to track type maneuvers.
A GT cruiser flying down the road? Sure...they'll smoke an L98. And the smoothest idling engines you'll ever see.
Weight in a race car is speed and maneuverability. Slicing 250#+ out is terribly difficult without taking every creature comfort out of a car...and you'll still be short.
A BBC in a C4 isn't easy...and frame mods are required to get it in there.
First time he jumps on the throttle...expect expensive sounds coming from the rear end.
Last edited by 1991Z07; Jul 6, 2013 at 12:19 AM.
Thread Starter
Advanced
Joined: Aug 2007
Posts: 79
Likes: 11
Not actually planning on doing this swap, or at least not anytime soon. My vette is a 94 vert with a D36 which wouldn't be a good candidate at all. Just me dreaming of building a nasty street legal drag car someday. A C4 vette with a solid axle seems like such an ideal platform for a drag car and it just got me thinking
Melting Slicks
Joined: Mar 2008
Posts: 3,022
Likes: 3
From: Chandler Arizona
Not actually planning on doing this swap, or at least not anytime soon. My vette is a 94 vert with a D36 which wouldn't be a good candidate at all. Just me dreaming of building a nasty street legal drag car someday. A C4 vette with a solid axle seems like such an ideal platform for a drag car and it just got me thinking
There are a few c4 guys on this forum that have done a solid axle or even a "back half" conversation (truly for drag racing). Not cheap, but cool. How competitive are they? I couldn't tell you.
Big block uses existing motor mounts, the k-member needs to be notched, and the steering rack needs to be moved forward. The HVAC housing needs to be swapped for one out of an Lt5 car "or" a custom assembly can be made. (Among other things).
Unlike the LT5, the weight of the big block engine does have a lower c/g. Similar to the small block. Again, for the "normal" owner, you'll be so overwhelmed with the power increase, you won't notice the loss in handling.
Way too much goes into handing characteristics than is worth going into in the scope of this thread.
Safety Car
Joined: Feb 1999
Posts: 4,724
Likes: 16
From: Little Elm TX
(Don't know if its Tall deck tho) http://www.racingjunk.com/Radical-St...t-or-race.html
Forum member LT401vette slid an 8 second Big Block package into his C4 LT-1 year vette years ago..... I remember he had to build the headers himself, nobody had anything that would fit. Haven't seen him post in a while, so not sure if he is still around. I'll add, builds like that is not for the light wallet.... everything needs the type of attention that isn't cheap.
Most Tall-Deck C4 builds are for Outlaw cars which are usually tube chassis cars, hence serious dedicated racecars. It would be fun owning one though.
Le Mans Master
Joined: May 2004
Posts: 5,386
Likes: 534
The bare block itself shouldn't weigh that much more than its sbc sibling, I would think. As someone else said, offsetting that weight with aluminum heads and other light weight components should decrease the weight penalty. If someone had a silly amount of money burning a hole in their pocket: Ti compoents all throughout....even the rods (which on the street are fool's gold). Could be worse, could be spending that money on drugs and wrecking your wallet and body instead of just your wallet.
Pro
Joined: Feb 2009
Posts: 541
Likes: 60
From: Auburndale Florida 1990 Vert, 6 speed
This is my dad's car that he has had for several years. It is a 90 that Lingenfelter modified around 1992.
It has an iron low deck (9.8") bow tie big block chevy with Brodix aluminum heads, and Callies crank. It is 540 cu. I don't think the steering rack has been moved or any frame notching was done.
Someone from Lingenfelter told my dad that to get it to fit all they did was mill the front of the crank shaft pulley a little bit. It does have a modified AC evaporator case. Fits under the stock hood.
This is just one out of the 4-5 cars that Lingenfelter converted to this same 540 cu package.
638 HP @ 5800 RPM (fly wheel)
639 LBS FT# TORQUE @ 5000 RPM
The Lingenfelter 540 weight distribution is 54% on the front and 46% on the rear with a full tank of fuel. Total curb weight is 3497 lbs.
By comparison a 1993 ZR1's weight distribution is 52.5% on the front and 47.5% on the rear according to Car and Driver May 93 issue. Total curb weight is 3529 lbs.
It is very fun to drive.
It has an iron low deck (9.8") bow tie big block chevy with Brodix aluminum heads, and Callies crank. It is 540 cu. I don't think the steering rack has been moved or any frame notching was done.
Someone from Lingenfelter told my dad that to get it to fit all they did was mill the front of the crank shaft pulley a little bit. It does have a modified AC evaporator case. Fits under the stock hood.
This is just one out of the 4-5 cars that Lingenfelter converted to this same 540 cu package.
638 HP @ 5800 RPM (fly wheel)
639 LBS FT# TORQUE @ 5000 RPM
The Lingenfelter 540 weight distribution is 54% on the front and 46% on the rear with a full tank of fuel. Total curb weight is 3497 lbs.
By comparison a 1993 ZR1's weight distribution is 52.5% on the front and 47.5% on the rear according to Car and Driver May 93 issue. Total curb weight is 3529 lbs.
It is very fun to drive.
Safety Car
Joined: Feb 2000
Posts: 4,564
Likes: 110
From: Austin Texas
This is my dad's car that he has had for several years. It is a 90 that Lingenfelter modified around 1992.
It has an iron low deck (9.8") bow tie big block chevy with Brodix aluminum heads, and Callies crank. It is 540 cu. I don't think the steering rack has been moved or any frame notching was done.
Someone from Lingenfelter told my dad that to get it to fit all they did was mill the front of the crank shaft pulley a little bit. It does have a modified AC evaporator case. Fits under the stock hood.
This is just one out of the 4-5 cars that Lingenfelter converted to this same 540 cu package.
638 HP @ 5800 RPM (fly wheel)
639 LBS FT# TORQUE @ 5000 RPM
The Lingenfelter 540 weight distribution is 54% on the front and 46% on the rear with a full tank of fuel. Total curb weight is 3497 lbs.
By comparison a 1993 ZR1's weight distribution is 52.5% on the front and 47.5% on the rear according to Car and Driver May 93 issue. Total curb weight is 3529 lbs.
It is very fun to drive.
It has an iron low deck (9.8") bow tie big block chevy with Brodix aluminum heads, and Callies crank. It is 540 cu. I don't think the steering rack has been moved or any frame notching was done.
Someone from Lingenfelter told my dad that to get it to fit all they did was mill the front of the crank shaft pulley a little bit. It does have a modified AC evaporator case. Fits under the stock hood.
This is just one out of the 4-5 cars that Lingenfelter converted to this same 540 cu package.
638 HP @ 5800 RPM (fly wheel)
639 LBS FT# TORQUE @ 5000 RPM
The Lingenfelter 540 weight distribution is 54% on the front and 46% on the rear with a full tank of fuel. Total curb weight is 3497 lbs.
By comparison a 1993 ZR1's weight distribution is 52.5% on the front and 47.5% on the rear according to Car and Driver May 93 issue. Total curb weight is 3529 lbs.
It is very fun to drive.
Just one question...how many sets of rear tires has it gone through in its life?
And does he own a tire store...because with that torque it would roast the tires at will anytime you pushed the pedal a little too hard.
Is that a sheet metal intake? Got any closer pictures of it?
Last edited by 1991Z07; Jul 6, 2013 at 09:59 AM.
Pro
Joined: Feb 2009
Posts: 541
Likes: 60
From: Auburndale Florida 1990 Vert, 6 speed
I'll bet it is!
Just one question...how many sets of rear tires has it gone through in its life?
And does he own a tire store...because with that torque it would roast the tires at will anytime you pushed the pedal a little too hard.
Is that a sheet metal intake? Got any closer pictures of it?
Just one question...how many sets of rear tires has it gone through in its life?
And does he own a tire store...because with that torque it would roast the tires at will anytime you pushed the pedal a little too hard.
Is that a sheet metal intake? Got any closer pictures of it?
I have a stock 90 (L98) vette and after driving his Lingenfelter car and getting back in mine I feel like I'm missing 4 cylinders.
Here are some more pictures.
http://s996.photobucket.com/user/mar...?sort=3&page=1
Last edited by esham; Jul 6, 2013 at 11:15 AM.
Thread Starter
Advanced
Joined: Aug 2007
Posts: 79
Likes: 11
This is my dad's car that he has had for several years. It is a 90 that Lingenfelter modified around 1992.
It has an iron low deck (9.8") bow tie big block chevy with Brodix aluminum heads, and Callies crank. It is 540 cu. I don't think the steering rack has been moved or any frame notching was done.
Someone from Lingenfelter told my dad that to get it to fit all they did was mill the front of the crank shaft pulley a little bit. It does have a modified AC evaporator case. Fits under the stock hood.
This is just one out of the 4-5 cars that Lingenfelter converted to this same 540 cu package.
638 HP @ 5800 RPM (fly wheel)
639 LBS FT# TORQUE @ 5000 RPM
The Lingenfelter 540 weight distribution is 54% on the front and 46% on the rear with a full tank of fuel. Total curb weight is 3497 lbs.
By comparison a 1993 ZR1's weight distribution is 52.5% on the front and 47.5% on the rear according to Car and Driver May 93 issue. Total curb weight is 3529 lbs.
It is very fun to drive.
It has an iron low deck (9.8") bow tie big block chevy with Brodix aluminum heads, and Callies crank. It is 540 cu. I don't think the steering rack has been moved or any frame notching was done.
Someone from Lingenfelter told my dad that to get it to fit all they did was mill the front of the crank shaft pulley a little bit. It does have a modified AC evaporator case. Fits under the stock hood.
This is just one out of the 4-5 cars that Lingenfelter converted to this same 540 cu package.
638 HP @ 5800 RPM (fly wheel)
639 LBS FT# TORQUE @ 5000 RPM
The Lingenfelter 540 weight distribution is 54% on the front and 46% on the rear with a full tank of fuel. Total curb weight is 3497 lbs.
By comparison a 1993 ZR1's weight distribution is 52.5% on the front and 47.5% on the rear according to Car and Driver May 93 issue. Total curb weight is 3529 lbs.
It is very fun to drive.
