Thats a good comparative source of information. Something to consider here is that apparently most of the weights for the LS engines include exhaust manifolds while many of the smallblock crate engines don't. I weighed an LS1 with manifolds and pwr steering pump but no flywheel and it was right at 400 lbs. The thing to consider here is that cast iron will always weigh more than aluminum and you are usually looking at about 75 lbs just for the block. How much power does it take to make 75 additional pounds fly, and how much will it affect your stall speed....especially out on the nose of the airplane. You can lower some of the weight with selective machining of unnecessary engine lugs and homemade accessory brackets. ATI even has a lightweight balancer available for the LS....don't know about the smallblock.Engine Weights II
This will cover most interests.... Google is your friend.
Well, here I go ........with both feet! As much as I admire and respect the venerable smallblock, it will gradually become the next flathead ford to the engine world. The LS has so many more advantages it hard to know where to start. Most people feel tht the small block is the ultimate cheap auto engine for an airplane.....but if you compare apples to apples (aluminum to aluminum) the LS Block and heads are way cheaper to obtain. Crankshafts and pistons will be similar in price depending on what you decide to use, but you can get a basic smallblock set up cheaper.............but is that the one you want in your airplane. The perhiperal stuff for the LS will cost more. The LS easily produces lots of power and it has six bolt main caps to surround your crank which is raised into the block for additional strength. And,on and on and on........The SBC weighs about 40 lbs more than the LS1. I have both in my hangar at the moment. Still trying to decide which to use. If weight were only restriction then the LS wins, but....
Too late! The SBC IS the flathead of this generation. I'm pretty sure there's a "Small Blocks Forever" bumper sticker out there somewhere......As much as I admire and respect the venerable smallblock, it will gradually become the next flathead ford to the engine world...
I’m a fan of LS and SBC motors as well as just about any motor. But to say that the SBC is the new flathead compared to LS is, at the very least, a little misleading. There has been no change in architecture between the SBC and the LS. They are both 90-degree, pushrod, two-valve motors. The peripherals (EFI, precise timing, etc.) that come with LS motors contribute greatly to the impression that the LS represents a huge leap in technology over the dinosaur SBC. But basically they are both wedge motors the layout of which has been around for decades.
A request for ekimneirbo: I think you posted a picture of a bare LS block that you have in your shop. Would you mind grabbing your bathroom scale and weighing the block? Please include the main caps and bolts if that’s possible.
The SBC is the new flathead in the respect that it is no longer supported by the factory and is therefore doomed to having its best days behind it. I say this as a Pontiac guy, who not only saw my engine go extinct in 1979, but also the entire brand go under. Yes, the LS is a 90 degree, pushrod V8 like the SBC, but it is better in nearly every way. The main exception being aftermarket support, but that too is changing rapidly. So comparing the SBC to the flathead is not a slam - just accepting reality.I’m a fan of LS and SBC motors as well as just about any motor. But to say that the SBC is the new flathead compared to LS is, at the very least, a little misleading. There has been no change in architecture between the SBC and the LS. They are both 90-degree, pushrod, two-valve motors...