Anti-Ls Consortium

I have built hundreds of small block chevy engines, but now I've put a 91 454 in my 83 Cutlass. I still have my 305/307 on my stand. I put a Competition Products cam & lifters, but it never ran right. I just couldn't see putting in a small block Chev. in my Olds.

Does NOT fit an LS

No, that was oil

Just don’t do it again

You have no sense of adventure

This is my Buick 462, stage 2 aluminum heads and headers, T 218 cam, edelbrock B4b intake with q jet.
Going to upgrade to a ta 290-08h cam, Sp1 intake and fuel injection. This is in my 4 door sleeper.

My SP1 was a great intake after porting. You definitely need a 240-250 cam. Nice

In my two door I have a 69 Pontiac 400 with 232 comp cam, edelbrock intake, q jet.
2 1/2 inch exhaust.

I am going to add headers this winter.

I just realized I never did join or maybe I was still in denial that I am anti LS

A job change and life in general made me decide I just wanted to drive my car so I made it street friendly so I could enjoy it when the time was available and pursuing a time slip went on the backburner, someday it will probably get to the track but over the years that have passed it became less of a priority.
So for now it has been delegated to being just a fun overpowered street car that gets a ridiculous amount of attention when I drive it and in the process I get some aggression's out.

What kind of cam are you running 565? How big?

500/600

500/600 My cam in my current 565 is a Cam Motion solid roller custom grind for the lower compression 730/714 lift, and 271/277 @ 0.050 with a 112 LS and a 4/7 swap.
The new cam for my 565 that is on the engine stand at 13.5 compression is a Comp Cam solid roller 748/714 lift, 276/284 @ 0.050 at a 110 LS also with the 4/7 swap I ran this cam previously in a 555 BBC and really liked it..

Your running out of degrees at 0.050” for any future upgrades.

I am also a big fan of how a BBC fills up the engine compartment and just looks right at home in there.

Looking good!

There,I got it to work,thanks 500/600.
This picture goes with my previous comment that a BBC looks good in a G Body.
At least,I think it looks good,LOL
Guy

This is my 513 BBC.
When I was planning this rebuild,I was initially going to build a 496,which is a very popular combination.
But,after some consideration,I didnt want to be like everybody else.Then I saw where someone had built a 511,which is a .60 over Mark IV 4.25 bore with a 4.375 inch crankshaft.
Mine was already at .60 over,and after loosing the cam,# 5 cylinder needed to go .70 over to clean up a little damage.
So,that brought me to a 513 CI BBC !!
I had some extra $$$ at the time,so I did my best to use high quality parts.
Callies Compstar crank,Molnar rods,Autotec pistons,AFR heads,(fully CNC'd),custom grind Bullet solid roller cam,Isky EZ Roll lifters,etc.
Guy

Looks real good

I should also mention that at the time when I was rebuilding the big block,my buddy Mark tried to convince me to switch to a LS build.
I had absolutely no interest in going that route.
And I still dont.
LOL
Guy

Yeah,I dont see any add file button,and copy and paste dosent seem to work either.
Guy

If you start a new post from scratch does it give you the option?

See if it is there now. You may have to start a new post to see it. He changed a setting but replies will never have that button. Weird but true

Posting a picture...................

Looks like you can post a picture in an original post, but not a reply?

500/600

500/600 I still dont know how you posted that picture.
I cant seem to get copy and paste to work for me.
Guy

It allowed me on my laptop but I can’t make it happen on my phone

Perfect example of hard headedness: breaks 1 valve- goes 4 balls deep on a rebuild.

My Buick 455 was an 'overcammed' daily driver at over 250 degrees of duration. Like the Caddy (and Olds) the smaller high velocity intake ports and large cubic inches will tolerate a lot of camshaft.

I'm sure. I don't think I ever even saw what mine will really do. Ported heads with bigger valves made me think I might go more?

I agree. Especially with a 4-speed

Welcome to you latest guys that have joined. What do you all have and what are you doing to it now?

We need to keep Fleming's spirit up so he doesn't decide to go Ls on us.

500/600

500/600 LOL I've been a parts cleaning fool

Rods all look good?

500/600

500/600 yep. Full Cleveland steamer ahead!

Make sure you post some pics of the head work

I almost put a 65 dual 4 barrel 425 buick nail head in one of mine.

That would be one of a kind

What are you going to do Fleming?

I put a new electronic distributor in my dad's '49 Olds business coupe about two weeks ago. It has a '73 455 in it. I was commenting to him that the hex drive was kind of small looking for such a large engine. Were you running a massive amount of pressure or volume?

It is a high volume pump, however it has aluminum rods, too. Pressure was 65-70 cold, 40-50 warm, then 20-30 hot. Never went over 40 once up to temp.

If you'd just give in to the Ls option, you could have a new engine velcro'd in by 6pm tonight.

Here is my latest purchase for the Caddy engine. Guess what will be mounted to that?

I like my BBC's and I stripped a running 86'Monte SS with an LS conversion just to triple my money selling parts so maybe I am anti LS.

LS1 engine problems and reliability

LS motors are pretty durable and reliable, but, of course, some troubles may occur especially if we consider them as high-productivity engines. Among the key shortcomings of these motors are:

Oiling System

Piston Ring Seals. A part of LS modifications is provided with low-quality piston ring seals, which may lead to troubles with increased oil consumption. Moreover, consequently, you may face engine blowing.

Oil Pump Cavitation. The original oil pump may start to cavitate above 6,000 rpm. As LS motors have rather limited revolutions abilities, this trouble isn’t critical for a production variation of the motor. Nevertheless, performance versions reach more than 6,000 rpm and that may lead to troubles with oil pressure when the pump begins to cavitate (You can research this issue in more detail by having a look at the list of restyled and improved pumps).

Non-Priority Main Oiling in OEM Blocks. The majority of aftermarket blocks feature updated priority oiling. Priority main oiling guarantees that oil gets to the mains and only after that, it reaches the heads. It helps to minimize the oil pressure drop. Meanwhile, all original LS blocks go without this system. And actually, if you opt for OEM settings, there is no need in priority main oiling as the motor will spend too little time at high revs.

Engineering

Skirted Cylinder Block. Though skirted block proves to be more solid, it restricts the opportunity to decrease windage in classic ways. Thus, crank scrapers and power pouches can’t be utilized, reducing the efficiency of windage trays.

Drivetrain

Despite being convenient for packaging, the push rod design is among the most substituted parts of the motor as its valve train is its main shortcoming. To be exact, the valve train system is so complex that it restricts the revs range.

Comparing to the overhead camshaft engine, a push rod motor needs more valve train details. Thus, the big number of moving details leads to their failure due to high friction in the valve train.

Restrictions of the actual valves which can be utilized are another common problem of LS and push rod motors. Thus, volumetric effectiveness may be limited due to the application of 1 intake and 1 exhaust valves in push rod versions. For instance, overhead camshaft engine keeps better productivity thanks to the utilization of up to 5 valves.

Maintenance

It’s pretty hard to reach camshaft because of the push rod design. Thus, in case you want to substitute camshaft, you need to remove either motor or radiator to reach it.

LS engine issues as I have personally seen:
Oil pump/oil system issues such as the clogged screen under the oil pressure switch
Oil pump failures including stuck pressure regulators
Intake gasket leaks
Oil pan leaks
Cracked cylinder heads which cause coolant to enter crank case (Castech heads)
Oil cooler cover plate leak on left side of block
cam and lifter failures
piston slap noise when cold
broken end bolts in exhaust manifolds
cracked exhaust manifolds
failed factory roller rocker arm pivots (needles end up in oil pan)
premature failure of water pump to block gaskets
water getting into the knock sensor cavities in the top cover (on none AFM engines)
stretched timing chains which can cause ghost misfire codes when driving
insufficient valve to stem clearance on the LS7 engines

If all goes well there is a Test and Tune on the 17th. It's only 1/8 mile but it's an opportunity to get a timeslip.

I just got all of the pistons in my budget build. Cam is in and degreed. One head is ported and the other is under way.

I guess you have to join, then post. Not just leave a comment? FIIK

Old Fart. That's me

I thought "consortium" had a certain flair to it...

Ohhhh. I thought he said 'constipation' was an old fart term

One of these days I'd like to get the shrouds and specific parts from a mexican malibu to drop a chevy I6 into one of the regals.

contribute to the insanity, find me a donor!

I wonder if anyone has ever put a 348 or 409 in a G-body? Not the best choice, interesting for sure.

Search

Search

Anti-Ls Consortium

Anti-Ls Consortium

Share this group

Quick Overview

John Wm. Zick

fleming442

Attachments

Rus

Attachments

Rus

Attachments

565bbchevy

565bbchevy

GuysMonteSS

GuysMonteSS

500/600

fleming442

500/600

Rus

500/600

500/600

500/600

500/600

fleming442

ck80

500/600

Please support GBodyForum Sponsors