3.8redbird

iTrader: (3)

I am looking at pros and cons of each.

ERL would be a 5.3 converted to a 4.125 6 bolt heads.

Weak points of each? Strong points?

sandragnx

iTrader: (82)

ERL or Darton sleeves I think are stronger than RHS.RHS oiling system I think is better than stock block.Just my opinion.

Jontall

Can't go wrong with RHS LS block.

3.8redbird

iTrader: (3)

Anyone else?

Gray86hatch

iTrader: (83)

I was at erl yesterday the superdeck is a nice setup.

The block is ready to assemble when you get it back from them.


Tim

3.8redbird

iTrader: (3)

Does RHS not send out finished bores?

214Chevelle

They do, but how "finished" is it is the question. Probably like some aftermarket parts say direct fit", but still need a little tweaking. Besides, RHS say nothing about the block being deck or align honed. I'm personally going with RHS myself, but I expect to have to do some small prepping though.

Gray86hatch

iTrader: (83)

Mine is being honed to my pistons and the mains set to my crank. No extra cost

Tim

koolrayz

iTrader: (26)

Tim is right, there is an added cost to finish machine the RHS to your build. The ERL is ready to assemble. ERL is a full service machine shop that has other propriatary products that can really add value to your build. Torington thrust bearings and the best O-ring system available IMHO.

3.8redbird

iTrader: (3)

Not familiar with the torington thrust bearing.

I am unaware if I will be O-ringing but it is on the table. Would they only do the block and still use an MLS gasket? or a fire ring setup?

delphigto

iTrader: (4)

I have had great luck with erl. I have had both a 427 and a 454. Also great to deal with.

Jenson

iTrader: (32)

What about the Dart LS next in Aluminum? Any one know the price for it? Seems like it has potential to be better than both. Ive been looking at the RHS block, since Im a comp dealer, but either will be a nice choice. The RHS does cost more and needs more work upon receipt. ERL sleeves go up to 4.2 bore as well, RHS only4.165

koolrayz

iTrader: (26)

The torington bearing is a flat needle bearing that shares the load with the thrust bearing on the mains. Many LS turbo cars have issues with the thrust bearing.

You would used copper gaskets with the ERL O-ring setup.

You really should call ERL (812 945 3434 ask for the gatekeeper) and get a full workup on what they recomend for your setup. I would also contact comp and see what information and recomendations they can give you.

Pumba

For any of you thinking about using a RHS LS block, be sure you have the block qualified before you order your crank, rods, and pistons. After the block has been qualified you may find the deck is below the 9.240" spec that is the nominal for a LS block.

3.8redbird

iTrader: (3)

Has this been an issue with the first production blocks or more recent?

Pumba

A block purchased last January.

TNSS

iTrader: (2)

lots of good info, but one question. someone said the RHS block had a better oiling system than the Stock GM/ERL block. what is the problem with the ERL block oiling system? and can this be fixed or made better when ERL does the machining?

BattleSausage

iTrader: (3)

By using the stock block as a base such as the ERL route, you are stuck with the factory oiling system. The RHS block uses a priority main system and removes the stupid barbell at the rear in the process. Better system to feed the critical bottom end in the case of low pressure/loss. I think the RHS block is already setup for dry sump should you choose.

Gray86hatch

iTrader: (83)

If you get the right pump and pan you should not have problems with the factory oiling system. Is the priority main bettter? but also costs twice as much.

Darts new block looks to be even better but I would let someone else work the bugs out first.

Tim

cmac06

iTrader: (16)

Just got my block back from ERL, and it is definitely a nice block. It came with all the plugs and locators. Checked the prep work, and t was truly exceptional. This has to be one of the best value options I've gotten so far. Their block comes ready to assemble. Cam bearings are pressed in, new billet caps are installed, the cylinders are honed to spec., etc. Also for minimal additional cost, you can send the parts to them for preparation or assembly. At 4.125", you'd be surprised at how much material was left in the walls. I think the total prep work alone on my 408 iron block was around $800 not including balancing the rotating assembly, I would say this is an outstanding deal. The only advantage I could see with an RHS block is priority main oiling, but at what level is that really necessary? I'm not doubting the usefulness of it, but the hallowed C5R block uses the production oiling, and it is le meilleur of the LS family. I sent them an aluminum block that I had laying around, so the costs was a lot cheaper than buying the provided core block although it is new, and guaranteed to be without fault.