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First on the iron block this is less of an issue because of the material and the 4 bolt splayed is more than adequate. In the aluminum version I think first of all Dart uses a different aluminum and they reinforce the block in a variety of areas and they also use bigger bolts to hold the mains on - so the cross bolting is not needed. I think the Dart block is also more like the 5.3 block without or much less of the bay-to-bay windows and this 4 bolt set up is how they address the bay-to-bay breathing and expanding the area around the mains for air travel.
Guys, I have an update.
To my surprise the engine was painted a nice high gloss black to prevent rusting.
The job was really well done.
Also, the intake manifold in the pictures is not secured.
It's only on for the photos.
Engine will be in the car next week.
I have a question. I know I asked it in Speedtiger's thread and I don't remember the answer. I thought the 6-bolt mains were suppose to keep the crank study. This was why the cast cranks took so much abuse. Is this not true? I take it the 4-bolt mains in the DART block are just a better design /better material? Just trying to understand this.
thanks in advance to whomever responds.
Jim
Just checking in on Bort's progress and saw your question....figured I would help out
The Dart block has larger hardware and the splayed outer main bolts going on an angle into a meatier portion of the block really add a tremendous increase in clamp load and rigidity.....that design really keeps the caps from moving.
Splayed caps in general are stronger but more time consuming to machine so not as factory user friendly if your trying to produce mass quantity of blocks. Plus as I mentioned the Dart main fasteners are larger than the OEM LS stuff. The 6th bolt factory position of the LS is helpful but its a small 8mm fastener that's far from where the forces of the crankshaft are being harnessed
A really stout four bolt billet cap splayed set up is stronger than an OEM 6 bolt set-up.....BUT the OEM LS configuration is stout in its own right. For a factory set-up the LS is still a really solid foundation
Bort.....looking forward to this engine firing up soon.....its been a long road
Just checking in on Bort's progress and saw your question....figured I would help out
The Dart block has larger hardware and the splayed outer main bolts going on an angle into a meatier portion of the block really add a tremendous increase in clamp load and rigidity.....that design really keeps the caps from moving.
Splayed caps in general are stronger but more time consuming to machine so not as factory user friendly if your trying to produce mass quantity of blocks. Plus as I mentioned the Dart main fasteners are larger than the OEM LS stuff. The 6th bolt factory position of the LS is helpful but its a small 8mm fastener that's far from where the forces of the crankshaft are being harnessed
A really stout four bolt billet cap splayed set up is stronger than an OEM 6 bolt set-up.....BUT the OEM LS configuration is stout in its own right. For a factory set-up the LS is still a really solid foundation
Bort.....looking forward to this engine firing up soon.....its been a long road
-Tony
Hey Tony,
Hope you are good.
I sure am looking forward to the fire up too.
The air needs to start flowing through those ports.
