What's the major difference between small block chevy and an LSX?
01-20-2011, 12:02 AM
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What's the major difference between small block chevy and an LSX? I know that LMR is doing some great stuff with the lsx and people are always raving about the LSX motors. Isn't it pretty much the same thing as a small block chevy that been out for years for 50 years?
When you build a high hp LSX, you have to buy a new block, new heads, pretty much everything aftermarket just like you have to do with a small block chevy. And we already know what a small block chevy is capable...
So what is so special about these LSX?
When you build a high hp LSX, you have to buy a new block, new heads, pretty much everything aftermarket just like you have to do with a small block chevy. And we already know what a small block chevy is capable...
So what is so special about these LSX?
01-20-2011, 12:45 AM
#3
I guess once you look at aftermaker everything goes out the window. To really appreciate the difference you must look at a stock sbc to an stock LSX.
I guess the biggest differences are.
1. Aluminum heads and block, better head and block design, heads flow amazingly compared to old school heads. An example would be stock LT1 heads flowed something like 170-180cfm stock, LS7 over 300 cfm stock.
2. Got rid of carb and the distributer for fuel injection, coil packs are a plus.
3. Water pump is no longer driven by timing chain like an LT1,
4. The ability to produce more torque and hp when compared to engines of the same size and some cases out perform bigger engines as well.
5. Way better fuel economy.
Like I said the LSX motors ex LS1 LS2 LS6 LS7 ect are the **** when comparing them to their predecessors. That goes for the truck motors as well.
All those improvements are just a better foundation/starting point from where the aftermarket can grow on.
Or something like that
I guess the biggest differences are.
1. Aluminum heads and block, better head and block design, heads flow amazingly compared to old school heads. An example would be stock LT1 heads flowed something like 170-180cfm stock, LS7 over 300 cfm stock.
2. Got rid of carb and the distributer for fuel injection, coil packs are a plus.
3. Water pump is no longer driven by timing chain like an LT1,
4. The ability to produce more torque and hp when compared to engines of the same size and some cases out perform bigger engines as well.
5. Way better fuel economy.
Like I said the LSX motors ex LS1 LS2 LS6 LS7 ect are the **** when comparing them to their predecessors. That goes for the truck motors as well.
All those improvements are just a better foundation/starting point from where the aftermarket can grow on.
Or something like that
01-20-2011, 01:00 AM
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I guess once you look at aftermaker everything goes out the window. To really appreciate the difference you must look at a stock sbc to an stock LSX.
I guess the biggest differences are.
1. Aluminum heads and block, better head and block design, heads flow amazingly compared to old school heads. An example would be stock LT1 heads flowed something like 170-180cfm stock, LS7 over 300 cfm stock.
2. Got rid of carb and the distributer for fuel injection, coil packs are a plus.
3. Water pump is no longer driven by timing chain like an LT1,
4. The ability to produce more torque and hp when compared to engines of the same size and some cases out perform bigger engines as well.
5. Way better fuel economy.
Like I said the LSX motors ex LS1 LS2 LS6 LS7 ect are the **** when comparing them to their predecessors. That goes for the truck motors as well.
All those improvements are just a better foundation/starting point from where the aftermarket can grow on.
Or something like that
I guess the biggest differences are.
1. Aluminum heads and block, better head and block design, heads flow amazingly compared to old school heads. An example would be stock LT1 heads flowed something like 170-180cfm stock, LS7 over 300 cfm stock.
2. Got rid of carb and the distributer for fuel injection, coil packs are a plus.
3. Water pump is no longer driven by timing chain like an LT1,
4. The ability to produce more torque and hp when compared to engines of the same size and some cases out perform bigger engines as well.
5. Way better fuel economy.
Like I said the LSX motors ex LS1 LS2 LS6 LS7 ect are the **** when comparing them to their predecessors. That goes for the truck motors as well.
All those improvements are just a better foundation/starting point from where the aftermarket can grow on.
Or something like that
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01-20-2011, 03:09 AM
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Big diff. in these motors would be cool if we could get LMR or HKE to give there break down on the lsx platform... Then maybe someone like Jeff Naiser to give his input on SBC....
01-20-2011, 03:59 AM
#13
Dunyo Duy, check TTF, there are guys pushing stock 5.3s to 9s with a turbo, so replacing everything with blah blah blah is not a have to, some say borrowed time or whatever, but it is in the tune. You will be amazed what some of the old and new engines deal with.
01-20-2011, 06:55 AM
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To be honest...
The newer LSX hardcore stuff is just copy's of FORD's SBF stuff. A DART Iron Eagle SBF block with 4 bolts per cylinder is much better than any of the LSX stuff.
The blocks and heads just arnt there to make big HP 2600+ with out having major issues. I.E your **** is constantly apart during a season.
The newer LSX hardcore stuff is just copy's of FORD's SBF stuff. A DART Iron Eagle SBF block with 4 bolts per cylinder is much better than any of the LSX stuff.
The blocks and heads just arnt there to make big HP 2600+ with out having major issues. I.E your **** is constantly apart during a season.
01-20-2011, 09:33 AM
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I think one of the big differences is in the head design. The valve angle and runners on the LSX is far superior to the SBC stuff. Hence the reason an out of the box LSX head flows the same as my "Race" head. Thats one thing about the 15 degree vs 23 degree heads. Plus the production tolerances are a lot tighter than before.
01-20-2011, 10:10 AM
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when you say sbc im assuming youre speaking of generation 1, not the gen 2 lt1.
-most sbc were iron block whereas most lsx blocks are aluminum ( not all)
-most sbc were 2 bolt main, some were 4 bolt. lsx are all 6bolt
-sbc could have either iron or aluminum heads, lsx are all aluminum
-stock 15 degree lsx heads flow about the same, if not better than some sbc race heads
-sbc used distributors, lsx's are all distributorless
-then you have flat tappet cams vs hydraulic roller cams
-if you want to overgeneralize, you could say that sbcs tend to be more torquey and lsx's like to rev higher. of course you have a few notable exceptions like the old 302's that could rev up to 7k with a solid roller cam or even little 283's.
-sbc sounds better
now if you go back and look at the numbers, you have lots of 350s putting out 300+, or even the old double hump 375hp 327 engines. those numbers arent quite accurate as the method for testing were not like the SAE standards they use today. usually they had no accessories, electric water pump and sometimes longtube headers. so 300 bhp in the 60's would be more like 180-200 to the wheels
now if you want to go into the aftermarket, you could argue its alot easier and cheaper to build a sbc than it is to build an lsx. i would imagine a maxed out lsx would romp a maxed out sbc. when it comes down to it, speed costs money, how fast do you want to go?
-most sbc were iron block whereas most lsx blocks are aluminum ( not all)
-most sbc were 2 bolt main, some were 4 bolt. lsx are all 6bolt
-sbc could have either iron or aluminum heads, lsx are all aluminum
-stock 15 degree lsx heads flow about the same, if not better than some sbc race heads
-sbc used distributors, lsx's are all distributorless
-then you have flat tappet cams vs hydraulic roller cams
-if you want to overgeneralize, you could say that sbcs tend to be more torquey and lsx's like to rev higher. of course you have a few notable exceptions like the old 302's that could rev up to 7k with a solid roller cam or even little 283's.
-sbc sounds better
now if you go back and look at the numbers, you have lots of 350s putting out 300+, or even the old double hump 375hp 327 engines. those numbers arent quite accurate as the method for testing were not like the SAE standards they use today. usually they had no accessories, electric water pump and sometimes longtube headers. so 300 bhp in the 60's would be more like 180-200 to the wheels
now if you want to go into the aftermarket, you could argue its alot easier and cheaper to build a sbc than it is to build an lsx. i would imagine a maxed out lsx would romp a maxed out sbc. when it comes down to it, speed costs money, how fast do you want to go?
