bdickey058

Torn between the two. Should i go for a lsx shortblock or the dart shortblock. Probably going to max out my d1 that i have and throw a little dope at her when i need the extra power. All opinions will be very welcome, pros and cons of each, thanks guys

5 Liter Eater

The old Next's require the oil pan adapter and remote oil filter and that main cap design didn't work out how they thought so they redesigned it to be like all the other LS blocks but I hear that new casting is not up to par.

Can't really go wrong with an LSX.

neverstop

LSX seems like the only really proven 6 bolt setup so that's what I went with

SquatchMachining

Lsx

SquirrelyNutz

Same here. Plus I wanted overkill and a block that could support a lot more power later on if I decided to make some changes.

SinisterC6

LSX, GM has way more R&D into that unit than Dart could ever accomplish given the size of the companies. The LS Next from Dart is relatively new while the LSX has been proven time and time again. If the goal is about 1000hp the argument for an RHS could be made because of its lighter weight.

I have no experience personally with ERL but many like them as well

BoosTTed C6

I thought you just redid your build with the LS Next II? Am I wrong?

5 Liter Eater

LOL @ RHS. I guess yours has held up well but I know of plenty of others that haven't.

neverstop

I think basically all the really gnarly standing mile cars were LSX blocks too from LMR's blue car to the gnarly red Hinson c5 z06.

schpenxel

Crack goes the RHS

bdickey058

Doing a lsx from cnc-motorsports. They build a ton of motors for the sprint car community and muscle cars. They are 1 hour away from me which is awesome.

bdickey058

http://www.cnc-motorsports.com/cnc-c...stons-ls7.html with all the upgrades

trayack

ERL Superdeck....

- Travis

Petraszewsky

ERL is the way I'd go. Superdeck shortblock

I'm using a ERL Superdeck 427 on my Whipple 2.9 build.

SinisterC6

Still in the planning phases taking the measure twice cut once mentality this go round

No major failures but Im seeing sleeve shift above 1500hp so that block has to go. I guess the fact that I keep blowing head gaskets has prevented a catastrophic failure

SquatchMachining

Im curious as to what direction you are considering going? LSX blocks are proven to hold your power level without issue and I haven't seen or heard of any core shift issues or water jacket failures since the revision in the blocks a while back. In my opinion the only other option better than the LSX block would be a Sleeved billet block...

EX1

I see what you did there

OP - Go with an LSX. I'm sure happy I did.

allullc

Don't think that's totally accurate on the LSN. While the first version required adapters to reuse OEM pans the splayed cap design is still in place even with the new SHP block that has the extended skirts. They revised the crank journal diameter for what appears to be people making in excess of 2000hp and still offer the standard LS main sizes. I'd say that's a far cry from not working out. Not being argumentative here but just stating the LSN block is a nice piece.

Good read on the new setup:

http://www.enginelabs.com/engine-tec...ower-handling/

I know my little 388 LSN knocked down 1140hp without skipping a beat and had plenty of room to go with better heads/cam and smaller charger pulley.

5 Liter Eater

Good read. I guess I was misinformed about the main redesign.

SinisterC6

In talking to a lot of builders the consensus is that an LSX on a street driven car is the way to go. All the benefits you mentioned as well as it being less likely to deform or require as frequent of a tear down as an aluminum variant.

Looking through some Material science literature the tensile strength of iron is still higher than billet aluminum. Ill have to look up the exact figure