Custom Lsx Short Block (choose Compression Ratio And Cubic Inch) on 2040-parts.com
Angola, Indiana, United States
 PURCHASER TO RECEIVE: One custom LSX professionally balanced and assembled short block. This short block ships fully balanced and machined and professionally assembled with Coated Dart cam bearings and brass freeze plugs installed. NEW PARTS USED IN THIS BUILD AT THE BUY IT NOW PRICE: One new LSX Next block 9.230 deck height (Choose Bore Size) 4.065 or 4.185 (Other bore sizes at an additional charge) (Tall deck available) One New Molnar Technologies 4340 Forged Crankshaft (Choose Stroke 4.000 or 4.125/Choose Reluctor 24x or 58x) Rated to 1200hp (Upgrade to 1500-2000hp rated crank) Other strokes available for an additional charge. Molnar 4340 Billet H-rods w/ 7/16 ARP 2000 rated to 1200hp (Upgrade to 1500-2000hp rated rods) New Custom Racetec/Autotec Forged Pistons (Ugrade piston and wrist pin for nitrous or boost) New Total Seal Rings (Upgrade to Boost or Nitorus/Rings) New King XP Tri-metal Coated Rod and Main Bearings New Dart Coated LS Cam Bearings IMPORTANT: CAMSHAFT SHOWN IN EBAY PHOTOS IS NOT INCLUDED AT THE BUY IT NOW PRICE. EBAY PHOTOS ARE FOR ILLUSTRATIVE PURPOSES ONLY! BILLET OIL PAN RAIL SHOWN IN EBAY PHOTO IS NOT INCLUDED AT THE BUY IT NOW PRICE. FREE SHIPPING IS ONLY TO BUSINESS ADDRESS, LIFT GATE AND/OR RESIDENTIAL IS $195 ADDITIONAL. Contact Jerry (785) 408-2911 with questions or message through Ebay. Please see our website and take our shop tour to see the kind of work we do. Thank you and look forward to hearing from you.
SEE BELOW FOR A WEALTH OF INFORMATION ON THE NEW DART NEXT BLOCK:
The New Dart LS Next Engine Blocks are designed to eliminate the high RPM power loss and the problem of separate bays in the crankcase associated with the ''Y-Block'' design of the LS engine series. This has been accomplished by using the conventional style small and big block Chevy 4-bolt steel main caps with 7/16" bolts, full main webbing and crank barrel around a standard LS rotating assembly for maximum bottom end strength! The cylinder barrels are extended by .375" at the bottom, providing the effective equivalent of a 9.615" deck height in terms of potential supported piston travel, while maintaining a standard 9.240" actual deck height for maximum compatibility with available components. This equates to greater piston support with long stroke combinations and allows for better piston designs to increase stability. While extra thick Siamese cylinder bores allow for large displacement capacity! The oiling system has also been revised the stock internal main oil galley has been eliminated and a revised low restriction priority main oiling system is utilized. A pro-stock / pro-mod big block style stepped main oil galley measuring 9/16"-1/2"-7/16" is employed and increases volume but most importantly there is no loss of pressure or velocity at the front of the block!
At the top end of the block a 5/8" thick full deck design with six head
bolts per cylinder is utilized to provide secure clamping strength and
versatility for power adder applications. LSX style lifter bosses and
guides are utilized while the provisions for oil restrictors in the
lifter valley simplify the installation and removal of restrictors!
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Dart Machinery's New LS Next Block is Changing the Future of Marine Engines
In Dart’s dyno room over the last couple of weeks, their new LS Next block has been undergoing its final stages of testing before making its production debut. “It produced 740hp @ 7,000rpm,” reports Richard Maskin “and it sustained 700hp for a long way.” Configured with 4.155in bore and 4in stroke the 434cu in test engine made 600ft lbs of torque.  General Motors introduced the first LS family of engines back in 1997 since then the engine has gone through many transformations and the likes of engine building legacy’s such as Dart's founder Richard Maskin have been perplexed because they didn't solve so many of the short comings of the factory engine block. Being the world’s leading aftermarket engine block and head builder they took the task upon themselves. The purpose of Dart’s LS replacement block is to achieve greater potential from this family of engines, particularly by reducing windage in the crankcase and improving internal lubrication. For the sake of testing purposes Dart chose to keep the “Test Mule” simple and fitted it with a standard conventional distributor and a carburetor. This allows them to isolate and eliminate any effects from the ignition, fuel injection, and electronics from the equation. Richard exclaimed “We chose a mechanical roller camshaft for testing, because I wanted to be able to rev it to 8,000rpm with the existing valve springs. It makes over 690hp @ 8,000rpm. It has a real flat power curve emphasizing its suitability for street use. It’s got a small cam in it, 255/265. It’s got our Cathedral-port heads, GM intake manifold, and a conventional-looking oil pan. It has, however, 12:1 compression ratio.” To monitor the oil level during testing, a sight gauge was fabricated on the side of the engine. Because the lubrication system was altered significantly, an external pump was used for ease of adjustability. “When we started out we had too much pressure, so we had to constantly change the bypass spring till we got it functioning within the appropriate range. Now we have the final specification for a stock-style pump.” Predictably, Maskin felt there was little to be gained by putting an efficient oil pan on the stock block because of its inherent reputation for excessive windage and oil leaks in the crankcase. “A builder can minimize some of the leaks with lifter bushings in the stock block, but there is still excessive leakage around the main bearings.” Lastly, Dart’s LS Next block employs conventional 350-style upper main bearing shells, and bearing manufacturer Clevite is currently producing the initial 1,000 sets. Importantly the new bearings accommodate the stock crank. However Dart’s new LS Next block accepts all the stock components including, pistons, front cover, rear cover, cylinder heads, top plate, and so on. The new engine is designed to accommodate everything stock LS parts wise,except the oil pan. Dart’s LS Next Block Performs Well In Oil-system Tests
Dart’s new LS Next iron cylinder block is one step closer to hitting the market following a series of oil-system tests. The block was first shown at the SEMA show last November, and it’s designed to take advantage of the LS engine’s positive attributes while removing the negatives from the equation. Basically, the new block supports LS cylinder heads and other major components but replaces the troublesome Y-block side skirts with Gen I-style main caps and oil-pan rails. The result is less crank windage and stronger main web.
“According to my sources, the stock LS7 uses somewhere around 18 gallons per minute revved up, while our design uses much less and still provides more-than-adequate oiling across the board,” explains Maskin. “So far, we’ve created two blocks – the first one was cut up for inspection, and the block used for this test was number two. Now that the initial testing has been run, we plan to pour 25 production blocks next week, which will be available for purchase on or about the first of May. “We’ve got two more tests to run,” continues Maskin. “The first being a Pro Stock dry-sump system with 25 inches or more of vacuum to see what power potential is really in the oiling system. For the second test, we’ll be going back to the stock pump with an all-out, baffled, screened, wet-sump oil pan.”
More power than expected The test engine was fitted with Dart’s CNC-machined LS1 heads, a “reasonably small” solid-roller cam, GM intake and 850cfm carb. “As far as performance goes, there are plenty of performance parts out there – heads, manifolds, etc. that are much better than what we used in this engine,” says Maskin. “We were just trying to prove that the block worked as it was designed to work.” Experts at Lingenfelter Performance and Nickens Racing Engines had earlier suggested to Maskin that the engine with those parts would make about 640 to 660 horsepower. As indicated by the dyno results below, the engine hit a peak of 740 horsepower and averaged 701 horsepower from 5,600 to 8,000 rpm.
The block also features blind head bolts: four 7/16-inch head bolts, one 3/8-inch and one stock-sized inner hole per cylinder to improve clamp force in power-adder applications. There are provisions for oil restrictors in the lifter valley to complement the low-volume, priority main oiling system. LSX-style lifter bosses and dog-bone provisions are also included with the LS Next block – it will easily accommodate 1.060-inch bushings with .937-inch lifters. The block also features a Pro Stock/Pro Mod-type big-block style stepped main oil galley. Lastly, the water jacket around the No. 1 cylinder has been expanded as well as around the outside of each cylinder barrel for additional cooling capacity.
Check out this interview with Richard Maskin from the 2012 PRI show as he discusses the LS Next block. http://www.enginelabs.com/news/darts-ls-next-block-performs-well-in-oil-system-tests/ |
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