So DART Released the LS NEXT Block today. I wanted to discuss the pro's and con's of this block over competition. (RHS or WORLD)







http://www.dartheads.com/products/ls-next-block-1.html#

 

Looks Like these are for sale at Jegs for about 2500 bux ... which seems to be about half the price of RHS ...

http://www.jegs.com/i/Dart/301/31837211/10002/-1

 

Also an iron block, so its gonna be cheaper than aluminum competition, its supposed to be an lsx block alternative

 

This is a good post as I would love to know the same

 

Dart has been at this game a long time. For most of us this block will exceed our needs.
From the looks of things the only "LS" left about this block is the deck, timing cover and water pump mounting surfaces.

They put this one together for the big boys!

 

According to this article, it has now been made in Aluminum.

https://ls1tech.com/forums/new-produ...l#post17928861

 

I don't think a lot of people have used this block

 

 

Dart Machinery is again playing ball in the big leagues thanks to yet another aftermarket LS engine block, only this one is aluminum and weighs 108-pounds less than its steel counterpart. The LS Next block is said to address downfalls found in the stock blocks, like high-RPM windage concerns and it features such upgrades as extended cylinder bores that not only accept 6.125-inch connecting rods and a 4-inch stroke, but also resolve ring-sealing problems on long-stroke combos. The new block also features a priority-mains oiling system.
Here's what Dart has to say about its LS Next block:
The LS Next block was the first to correct rampant internal oil leaks. It was also the first to introduce a stepped bore to maintain oil pressure in the main galley. The first to remove the crankcase skirts, which not only improve windage troubles (eradicating severe turbulence within the crankcase at high revs) but also it allows the cylinders to be extended. “What could be more appealing,” asks its creator Richard Maskin, “Tackling the challenge of windage while at the same time improving ring seal.”
Race engine builders will appreciate extended cylinder bores that allow a 6.125in con rod and a four-inch stroke to operate while the piston remains squarely in its bore. They will also be comforted by the introduction of Dart’s proven priority-mains oiling system,
which ensures lubrication reaches the crank and rods first.
More encouragingly, standard LS components are compatible with the Next block. Featuring a standard deck and head bolt pattern, the LS cam and stock oil pump and all other components are accommodated. Steel main caps are featured with 7/16in bolts properly splayed to take anchor in the safety of the block’s more reinforced areas.
Other key innovations that define the characteristics of this new aluminum engine are the installation of Darton’s finest nodular-iron cylinder sleeves. And to facilitate a full kick-out oil pan the block is equipped with dual starter mounts, allowing the starter to be
mounted either side. Dart’s aluminum Next engine block is available in deck heights of 9.240 to 9.500in and ready for immediate delivery.

 

question around the water jacket holes near the head bolts how will those hold up with say doing a 1/2" studs and pushing some power?

 

Lots of pictures and discussions in the two threads below. The IRON block has been out since last February and I got mine at the end of July. It is in the process of being assembled. I know where you can get this block cheaper then Jegs. If you are interested please PM me.

http://www.yellowbullet.com/forum/sh...d.php?t=518959

http://www.yellowbullet.com/forum/sh...d.php?t=625780

Here is my build thread with pictures of the block as I got it from Dart.

https://ls1tech.com/forums/forced-in...lock-here.html

 

Im no engine builder, but I always thought the ls blocks deep skirt and six bolt mains were a major strength/design improvement to the bottom end compared to previous small blocks?

 

It is a strength improvement stock vs stock, but when the aftermarket stuff comes into play that diminishes. The real reason for the un-skirted design is to improve oiling, and the windage system. Dart will be releasing an aluminum version shortly.

 

what is the hp rating on the aluminum block?

 

It would seem the aluminum standard deck height version is already available. What I want to know is what makes this block better than RHS.


RHS Pro's :

Oil Squirters



Dart Pro's :

Skirt Delete For Better Windage

 

I have never used an RHS block, I do know people who have and have had many issues with them.
However, the new Dart block is a bad *** piece. I am in the process of building a few of these, the first one done being Sidewayz240SX's engine.
The deck thickness is outstanding, the lengthened cylinders is a great improvement and should greatly improve piston wear. These can easily be upgraded to 1/2" studs, the first couple i am doing we are sticking with the 7/16" studs to see how they hold up first.

This block is a great improvement in the oiling system as well, and we fully expect to see positive results from this, as is everyone else.


427", PRC 247 Cath port heads, ARP stud kit, Dragonslayer crank, Ultra H rod, Diamond coated lightweight boost pistons with upgraded pins, bullet hydraulic roller..
Should be a killer street engine!

 

I am also in the process of getting my Dart Ls Next block built. And I am going to 1/2" studs, Crower Billet Rods and Mast 285cc heads, Solid Roller Cam, Belt Drive, etc... We shall see how it holds up but I have heard nothing but good things about it from my engine builder.

 

Nice looking block.

 

no more 6 bolt mains i see

 

Spoke to Dart Today. They will upgrade to 1/2" Studs in house. They will also put larger cam bore in the block if you are looking to do some serious solid roller setups.