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They are 375hp and 495 torque Factory so thats pretty good. If you tune them put a good exhaust and cold air I am sure they would be 400hp and well over 500 torque. I am not sure about the Aftermarket fo them but I do believe the block is based on a tall deck big block of old, thats what i have read anyways. They have the same bolt pattern bellhousing as any sbc does or bbc. I Have one at work with 245,000 oilfield miles in a one ton 2001 chevy and it still runs good. It gets about 10 mpg in a 12,500 pound truck thats always loaded to that weight. Surprisingly the only problem is that one of the mounting ears on the tranny which is the allison broke where the transfercase mounts to it but thats about it. I also had to do a cam sensor a while ago but nothing major. I think it is a solid engine but not sure about the aftermarket. How many miles on the motor?
I'm wondering why the f*** these things don't have as much aftermarket support. It is almost literally a 496ci, canted valve LS1. They have cathedral ports like the LSx engines, but it's not an inline valve head. There is no conventional distributor, but I hear it has an ignition like an LT1...
I'm trying to get my hands on a set on one and see what I could do. Aftermarket or not, I'd bet you can make an EASY 600whp on pump gas with the iron heads, unless they are just absolute junk. Wild card would probably be the intake, but I hear the marine industry (Arizina Speed & Marine) has something for them.
i would like to see someone build one, but it would be like a boat anchor in the front of most cars. to offset the weight you would have to make some serious power becasue people complain about the extra 88 pounds a iron block adds over the aluminum.
__________________ 01 Z28- Magnaflow catback, A4, 4:10's, SLP Lid, more power coming soon......
94 Integra - daily driver
New Project: 275 Fox.......Details still in the works
The automotive aftermarket is more comfortable building Gen IV and Gen V BBC engines. For the most part, only the Marine aftermarket has forged ahead with developing the 8100 engines. There, you don't have the tall-deck clearance concerns. Also, a bit of boost can overcome the shortcomings of an OEM cylinder head until demand warrants aftermarket support for the unique design.
With most of the truck tuners embracing diesel performance, the 8100 has been left behind.
Originally Posted by Tony Mamo @ AFR
For a street or street/strip car which most of are driving, I'll take a more efficient, high flowing "smaller runner" cylinder head any day of the week and twice on Sunday.