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  #286  
Old 12-05-2007, 07:30 AM
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Quote:
Originally Posted by Slicks View Post
Not within its price range. The 1UZ is supposedly around the same weight, but physically bigger, and doesn't have the N/A power potential that the LS1 does.
Check out the huge conversion forum on LS1tech (just one of the many LSx conversion forums on the net):
Conversions & Hybrids - LS1TECH
You can get lot of info and pics here for comparison.

EDIT: FWIW the LS1 is also smaller than many V6s, for example the Nissan VQ in the 350Z.
Thanks for the link, you guys are so lucky when it comes to swaps, we can't do S... over here or the car is deamed ilegal
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  #287  
Old 12-05-2007, 08:10 AM
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Originally Posted by clutch-monkey View Post
are you sure? lexus V8's can be picked up for cheap (not represantative of actual build cost, i know) and i figured 2JZ's would be around the same wieght as an RB (much heavier than an lsX)?
When i win Tattslotto I'm buying a crate engine tranny package LS2 with 6 speed auto.. $18500
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  #288  
Old 01-07-2008, 09:29 PM
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Hp/liter does not affect the car like the weight of an engine.

The following is from the January 2006 issue of Sports Car International on page 25:

"The net result is a fully trimmed engine that weighs 458 pounds, only 10 more than the 6.0-liter LS2."

Also, BMW's M5 Product Information Guide says that the M5's 5.0 liter 500 hp (SAE net) V-10 weighs 240 kg/529 lbs.
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  #289  
Old 01-08-2008, 07:15 AM
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What was the article about? Which motor?
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  #290  
Old 02-01-2012, 03:07 PM
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It's *NOT* valve *AREA* which is important ......

Quote:
Originally Posted by fpv_gtho View Post
Well the main thing i like about DOHC is its ability to have 4 valves rather than 2, afterall you'll cover more area with 4 valves rather than 2 so you should be able to get better breathing out of the engine from that
..... it's the circumference of the valve(s).

Air only flows around the edge of an open intake valve.

Exhaust only flows around the edge of an open exhaust valve.

The middle of the port is blocked by the head of the valve. No air or exhaust flows through the valve head.

The area of a valve goes up with the square of the radius. A valve which is twice the radius / diameter has four times the area of the smaller valve. It only has twice the circumference.

Two valves of the same diameter as the original valve also have twice the circumference but only occupy half the area of one valve which is twice the radius / diameter.

You run out of space to put larger valves more quickly than you run out of space to put more valves.
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  #291  
Old 02-01-2012, 03:24 PM
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Look a little harder and you will find them ....

[QUOTE=Slicks;254072]I havent heard of any I pushrod engines...[QUOTE]

All of the following which I have driven over the years had in-line engines with pushrods and overhead valves.

1960 Ford Falcon, 144 cubic inch in-line 6
1964 Simca 1000, 57 cubic inch in-line 4
1967 Plymouth Valiant, 170 cubic inch in-line 6 - aka "slant 6"
1972 Ford Pinto, in-line 4 of unknown displacement (~2 liters?)
1972 Volvo 1800E, 2 liter in-line 4
1983 Renault Alliance, 1.4 liter in-line 4
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  #292  
Old 02-01-2012, 08:51 PM
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[quote=Aloser;980387]
Quote:
Originally Posted by Slicks View Post
1972 Ford Pinto, in-line 4 of unknown displacement (~2 liters?)
Was an OHC motor.
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  #293  
Old 02-01-2012, 09:23 PM
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[quote=jcp123;980390]
Quote:
Originally Posted by Aloser View Post

Was an OHC motor.
Also came with OHV. The Escorts were OHV too. Up to the 90s.


OHV has three advantages, Compact, Lightweight, Power. When you look at specific output, (HP/L) then they don't look so hot, but when you compare LB/HP, it is much better. For example, the LS3 weighs 414lbs and has 430hp. 414/430. The Ford coyote 5.0 has 412HP, but weighs 444lbs. 444/412. Both come in mass produced cars for the same market. When comparing engines alone, the LS3 is superior. (I'm not trying to make this a Camaro/Mustang war, but these engines are the perfect examples).
And you can compare the aftermarket of the ford modular motor and the Gen3 LS motor. Their is a massive aftermarket for LS engines, and parts are very cheap. Yes, the modular has a big aftermarket as well but parts are much pricier. Ask anyone. And their are very few sub 10 second modular powered cars that are naturally aspirated. Meanwhile, its very easy for LS powered cars to be in the 8's, naturally aspirated. I've read of a guy with a 98 Z28 who did no internal modifications to the LS1 (stock cam, heads, lower end, valvetrain, ETC), adding only headers, intake, and drivetrain upgrades, running in the 9's. No modular can do that. Its the capabilities of the OHV motor. I hate to be yet another american who says it, but their is no replacement for displacement.

i will concede a few things. OHV engines don't like revs. The highest they rev is 10K, and those burn nitro and are rebuilt between every race. They NEED displacement. The smallest of them thus have the smallest valves, and thus can create no power. I think I am correct in saying that their was never a single OHV F1 car (the Pre war grand prix cars don't count).

I believe a very expensive OHV engine could be made streetable by using technology us Americans don't like (flat plane cranks for example). But I don't think they would sell well for reasons other people have posted in this thread.
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Last edited by Magnum9987; 02-01-2012 at 09:34 PM.
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  #294  
Old 02-01-2012, 09:30 PM
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Quote:
Originally Posted by Magnum9987 View Post
I've read of a guy with a 98 Z28 who did no internal modifications to the LS1 (stock cam, heads, lower end, valvetrain, ETC), adding only headers, intake, and drivetrain upgrades, running in the 9's
i would take that with a huge grain of salt.. 9 second 1/8th mile maybe
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  #295  
Old 02-01-2012, 09:38 PM
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Originally Posted by clutch-monkey View Post
i would take that with a huge grain of salt.. 9 second 1/8th mile maybe
No, its 1320s. Unless Hot Rod Magazine lied. To be honest, they try to show love to anything American, but they show ALOT of love for the LS engine, not without reason though. Like any magazine, they both follow and set trends, and I can tell you they were not the first writing about the huge amount of people running LSX engines.
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  #296  
Old 02-01-2012, 10:06 PM
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[quote=Magnum9987;980392]
Quote:
Originally Posted by jcp123 View Post
Also came with OHV. The Escorts were OHV too. Up to the 90s.
?? I was under the impression the Pinto's OHV motors were the 1,6l Kent four and the 2,8l Cologne six. The 2,0l and 2,3l were OHC motors.
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  #297  
Old 02-02-2012, 09:40 AM
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[quote=jcp123;980390]
Quote:
Originally Posted by Aloser View Post

Was an OHC motor.
It has been a long time. I may be mistaken about the Pinto. I am certain about the others, e.g. Falcon, Simca, Valiant, Renault Alliance and Volvo 1800E. I still own and drive the 1800E.
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  #298  
Old 02-02-2012, 10:13 AM
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Yeah, pretty sure all those are right, though I'm less familiar with some than others, like the Renault. The Falcon is definitely OHV

Those Volvo 1800's are neat cars.
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  #299  
Old 02-02-2012, 10:38 AM
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[quote=Magnum9987;980392]
Quote:
Originally Posted by jcp123 View Post



i will concede a few things. OHV engines don't like revs. The highest they rev is 10K, and those burn nitro and are rebuilt between every race. They NEED displacement. The smallest of them thus have the smallest valves, and thus can create no power. I think I am correct in saying that their was never a single OHV F1 car (the Pre war grand prix cars don't count).
Comparing NASCAR Cup engines to Formula One engines, by EPI Inc.

Cup car runs pretty high rev engine that goes 500+ miles....
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  #300  
Old 02-02-2012, 02:01 PM
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[quote=RacingManiac;980409]
Quote:
Originally Posted by Magnum9987 View Post

Comparing NASCAR Cup engines to Formula One engines, by EPI Inc.

Cup car runs pretty high rev engine that goes 500+ miles....
I completely forgot about the Sprint Cars.
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