Engine Options

[Sulley]

In my research for a potential donor engine I discovered the GM L92. This engine is a 6.2 L and was rated at 403HP and 417 lb ft torque. They have an aluminum block and heads and are less expensive to find than say an LS6. Not that I am comparing these two engines/heads but just that the L92 may be a decent budget option for some in there project.

[Jerry]

That is a good engine.

Ok here is an alternative, ... or future engine ...

http://www.motorauthority.com/news/1086869_nissan-reveals-zeod-rcs-400-hp-3-cylinder-engine-confirms-2015-lmp1-entry

[Nidrahynnad]

Hard to get the right sound with a 3 cylinder engine...may go fast, but sound? Nothing like a V8 with a bit of cam!

[Sulley]

It weighs 88 lbs! But what kind of mileage will it get??

[Jerry]

Aluminum block and heads V6. On a Porsche 6 speed transaxle?


http://media.chevrolet.com/media/us/en/gm/news.detail.html/content/Pages/news/us/en/2014/mar/0307-silverado-v6.html

http://gmauthority.com/blog/gm/gm-engines/lv3/

[Jerry]

NICE light V8 for your Manta if you have too much money:

http://www.holeshot-racing.co.uk/index.php/engines/h1-v8-busa

[Sulley]

Wow that would be nice in a Manta!

[Jerry]

Alum block sbc

https://speedmaster79.com/pce2861040-speedmaster-chevy-sb-350-b-4000-dh-9025-aluminium-engine-block-usa-machined/

[Jerry]

8 stacks

https://speedmaster79.com/pce1351002-chevy-sbc-350-down-draft-8-stack-turnkey-efi-individual-throttle-body-system-kit/


the 3000-10000 rpm statement worries me a bit.

[Blueovalz]

It's hard to beat the LS series motors. I've never been a Chevy guy in regards to motors, but the LS2 I'm currently running is awesome. With relatively little work (cam/headers/induction/springs), I've increased the output to almost 500 HP, with nearly the same torque numbers. They are very responsive to aftermarket equipment for initial improvements. It's very light, and short, and the electronic controls (I was hard-core old school with distributor/carb bias) are so easy once that is figured out, even for an old dog like me.

In regards to the relatively high RPM range for the SpeedMaster ITBs, this is probably pretty telling. With bore sizes at 50mm, and with the short stacks, and assuming a 350 CID displacement, this range is pretty reasonable. Even though the McLarens had huge diameter throttle bodies, they also had huge displacements, AND, long injector stacks. When I did the math for my injector stacks, even though the stack themselves was relatively large (60mm, but the throttle bodies are only 48mm), their runner lengths (from valve head to the top of the stack) needed to be about 19" for the RPM/Torque I was looking for. My redline is 6800, but the engine pulls really strong up to that limit, which causes many inadvertent hits on the limiter. Perhaps the 48mm throttle bodies flow better than I expected with the stock "243" heads.

I also noticed the linkage for this system appears to promote a very quick initial opening of the ITBs, which I would also be concerned about. I went to a lot of trouble to have mine as progressive as possible, with the initial opening being very slow, but increasing the rate as it is opened. This progressive opening promotes very smooth throttle response.

[Ken Walsh]

Guys..... something else to consider. Edelbrock is now selling a "plenum manifold" that can be adopted to various GM engines. In my case, I purchased their "mid-rise" plenum, which consisted of the base and upper plenum. (The base was designed to bolt to an existing "two x four-barrel" manifold. I machined 1" thick spacers that I placed between the manifold and the Edelbrock base, and then bolted on the upper plenum. The volume of the plenum was a good match for my engine displacement, and permitted use of either stock or aftermarket GM throttle bodies. I now need to plumb the "cold side" between the intercoolers and the throttle body. (All this permitted me to get away from my older sheet metal plenum, which I thought was ugly.) Pics attached of the new set-up. I've been both a Blue Oval and Bow-Tie fan, and you really can't beat a small block Chev for the light weight of the Mirage, and for the engine output--either NA or turbocharged....(!)

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[robbie56]

i am looking at a manta mirage with a ford 351c engine mated to a pantera transaxle setup is this a good setup or wold i be better stroking the 351c ford motor up some anyone with experience and advice on this please reply back ok thank you

[Blueovalz]

Robbie,

The Pantera set-up is a good combination. A smartly built Cleveland motor will be plenty for our cars. It's old technology, but the motors were pretty strong, but a little heavy compared to the Windsor brother. It's a heck of a lot better than the Corvair transaxle alternative.

Terry

[robbie56]

terry can i ask your advice or opinion the engine smokes a little and probably needs rebuilt should i go with a 351c stroked to 393 putting out 593 hp or go with a chevy 350 and do a conversion setup with the pantera transaxle am newbie at this is why i am asking thank yo or answering my earlier question it was greatly appreciated

[Blueovalz]

Aside from the obvious (350 CID vs 393 CID), it would really be a final expense decision. If the adapter pieces and SBC cost less than rebuilding the Cleveland, then you've got to weigh the lower HP to the cheaper cost. I've done the 393 thing with my 351 Windsor, but also had the AFR 225 (?) CFM heads and nice cam, and it was a monster (great rod length to stroke ratio using the longer rods from the kit). Make sure the ZF transaxle is up to the task of the added torque, and review some of this transaxle's issues on the web. It's a great transaxle, but be informed and prepared, so that it will provide trouble-free service.

[robbie56]

hi terry i just learned that 351 cleveland and 351 windsor are kin and bolt the same imagine that why didn't you keep the windsor version on yours can i ask am curiousmy luck has always been with fords not to lucky with chevy cars lol

[Blueovalz]

Robbie,

This was on a 240Z that I built just prior to building the McLaren replica. I had a Windsor block, and chose to use it because my other SBF ancillary parts (heads, headers, pumps, and a few other things) interchange within the Windsor family. The Cleveland is a little different.

In regards to the LS2 motor in the Manta? The LS motor design is probably the best designed, affordable engine I have ever seen. It's light-weight, nearly bullet-proof (you wouldn't believe what it has survived), and has an incredible aftermarket support structure. Plus, it only takes a relatively small amount of money to get 500 HP. You might want to consider that in your options as well.