How much of a weight savings is there for swapping an LS1 rather than a standard (aluminum head) sbc? In manual trim, the LS1 weighs 497 lbs (for autos its around 460). I haven't found a definite number, but I assume a l98 TPI engine would weigh around 600 lbs.
It would be nice if we (meaning someone with more info than myself) could compile a list of engine weights. 2.5 = ? 2.8 = ? 3.4 TDC = ? 3800 = ? 3800 SC = ? N* = ? 4.9 = ? SBC (alum head, iron block) = ? SBC (alum block and heads) = ? LT1 = ? LS1 = 497 lbs
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04:27 PM
PFF
System Bot
KissMySSFiero Member
Posts: 5548 From: Tarpon Springs, FL USA Registered: Nov 2000
Some more info from a different source....posted by Mastermind
"Maybe this will help.
[QUOTE]Originally posted by DrDave:
Some of the facts I've accumulated: the weight of : 4.9 auto=559 4.9 Isuzu=504 3.8t/c auto =633 3.8t/c isuzu=578 2.5 isuzu=436 4.6 auto =605 sbc auto =753 sbc isuzu=678 3.4 isuzu =474 includes weights of Engines, clutch, Pressure plate, Flywheel, transmissions, torque converters. as needed."
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07:39 PM
madcurl Member
Posts: 21401 From: In a Van down by the Kern River Registered: Jul 2003
One way to figure out how much weight you save with Alum. over Cast Iron is to compare the weight of the bare blocks. After all the internals are going to weigh about the same.
Virtually every V-8 has a steel crankshaft. They all have 16 valves, except some have 32. The all have a cam shaft, well the N* has 4 of them.
10185075 Aluminum V8 Cylinder Case This aluminum V8 bare block weighs 146 lbs. and is cast from prime ingot A-356 aluminum with heat treatment to T6 specification. Wall thicknesses have been increased for greater stress capabilities. The main bearing diameter is 2.45". Its rigid deck surfaces are .620". It has blind-tapped head bolt holes to improve head gasket sealing. The cylinder sleeves are semi-finished at 3.986" and will finish at 4.150" bore diameter. It has a 4-bolt main bearing cap on all five locations of 8620 steel which will clear standard oil pans. The rear main bearing is the 2-piece, pre-1986 design. These blocks are wet sump designed but can be converted to dry sump oiling by simply plugging the oil pump hole in its rear main bearing cap.
10051183 Cast Iron Bow Tie Bare Block (3.98" bore) This updated design has a decidedly different appearance, but retains its original part number. .............. These blocks weigh 187 lbs. Main bearing torque specifications for all Bow-Tie blocks are 65 lbs. inner bolts, 60 lbs. outer bolts and 40 lbs. on 3/8" front bolts with light oil.
Ok, let's see........ looks like you save 41 pounds when you pay the extra for an alum. block. You have to decide, is that 41 pounds worth paying an extra $1K for? How about $2K?
Archie
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10:08 PM
FieroGTT Member
Posts: 489 From: Hard Hittin' New Britain, CT Registered: Oct 2002
Nope. That's the magic of aluminum block and heads
The N* is not the heaviest motor but the tranny it comes with is a downright pig, that's where all the opinions of it being a "heavier" motor come from.
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10:26 PM
Jun 3rd, 2004
Rickady88GT Member
Posts: 10649 From: Central CA Registered: Dec 2002
Question: if WCF is putting a NSX's 6-speed into a Fiero 3800SC will that be combatible for a Fiero LS1/NSX 6-speed?
Archie? WCF's? Comments? If so, please let me take a number, hehehe
It's doubtful. From what I've heard, the NSX tranny is much longer than the Fiero tranny and requires notching the frame even with a V6. I doubt there's room for that tranny and a LSx or LTx. Maybe a regular SBC, but that's still gonna be close. I sure hope so, though. This could be a great upgrade for V8 owners.
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01:39 PM
Jun 6th, 2004
LS1swap Member
Posts: 1181 From: McHenry,IL.USA Registered: Jan 2001
The composite intake also knocks off a little weight. so bear block isn't apples for apples. I have heard the 65 pound difference before several times. I feel that is about right. As far as cost. I know of allot of people spending allot more money for installing just a regular SBC , so it isn't as much more expensive as one would think my engine put down 320/320 HP/Torque through the rear wheels with just mild cam and exhaust alone. It wouldn't be all that much cheaper to build a regular SBC to the same. Plus the LS1 is a very streetable engine. I don't have to worry about it loading up or overheating at a stop light.
I kept the stock getrag in the original location so if it fits with a v6 it will fit with the LS1
------------------ LS1 v8 T-Top 87 GT
http://www.acxunlimited.com/ls1swap.htm
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02:26 PM
Jun 8th, 2004
Will Member
Posts: 14275 From: Where you least expect me Registered: Jun 2000
Yeah, there's more difference than just the block. LS1 cylinder heads are VERY light the composite intake weighs about 5 pounds vs an aluminum intake for regular Chevy Crank mains (and rod journals too?) are drilled for lightness and bay-to-bay breathing even the cam shaft is hollow
I've heard both 65# and 80# for the weight difference.
------------------ '87 Fiero GT: Low, Sleek, Fast, and Loud '90 Pontiac 6000 SE AWD: None of the Above
Luck, Fate and Destiny are words used by those who lack the courage to define their own future
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10:40 AM
Formula88 Member
Posts: 53788 From: Raleigh NC Registered: Jan 2001
Lots of good news here!! Especially if this means the NSX tranny will fit - cuz SLP has just recently released a 402 cu.in. LSx shortblock. It's based off the cast iron 6.0L truck block, so it's about 60-65lbs heavier than the LS1, but for about $4000 for the short block, plus the LS1 accessories off of your engine and your choice of heads and cam, it should be good for a minimum of 575 HP.
How about an all aluminum LS2 from a 2005 GTO or Vette? 400 HP, emissions legal and stock.
