Best source for a "reasonaly priced" aluminum SBF

Lots and lots of really good info here, and yes it is feasible:

http://www.lextreme.com/1uzfe_info.html

How does a 1UZFE compare weight-wise with a 302 Windsor iron block engine

OK now I'm getting into this

http://www.youtube.com/watch?v=Ba8sT2BQ4uc

Ranger50 wrote:

bravenrace wrote: Are you saying you've never heard of a 327 that was shifted at 8500? I'd agree if it's stock, but you certainly can get them to do it. While not at all the same engine or situation, I had a 289 with a stock crank and rods with ARP bolts that I shifted routinely at 8k. I didn't even blow clutches. I know of some vintage racing Camaro guys that are spinning their 302's to 10k, although the engine is far from stock.

Off topic really far now... I'm not implying that, I know it could be done even back then. I am just saying stupid stories like that rank up there with "the car accelerated so hard back then you couldn't grab a $100 bill off the dash from a standing start until you were well into 3rd gear...." crap that keeps getting passed around still in this day in age. Back to the regularly scheduled program...

Gotcha. Like the guy that told me he had a Chevelle that was so fast that it ripped the front seat right out of the floor!!!

Ranger50 wrote:

The_Jed wrote: I used to fantasize about buying a splayed, 4 bolt main block with an 8.2" deck, a 4.125" bore and putting together the right combo of stroker bits to run a 5.956" or 6.125" rod and 12:1+ compression with a 3.25" stroke billet or forged crank and spin that sucker to eight or nine grand all day long.

You will run out of either stroke, sub 1" worth, or compression height, pin will be into the piston deck, to run 6" of connecting rod length. Oh and if you followed the NMRA Hot Street class at all, they were spinning almost 9k with "dump truck" motors, or motors that measured 430-440 cubes. They spun about 5-600 rpm LESS then the 400" motors.....

The_Jed wrote: My uncle had an old Camaro with a 327 that he claims he used to shift at 8,500+ rpm...he blew up a lot of clutches.

Not going to say it's an outright lie....but the truth to claims like that are complete bullE36 M3. That ranks up there with the Mustang and Nova ads in the dumbest thing you read on the net thread....

That's why I said he claimed to have shifted that high.

aussiesmg wrote: How does a 1UZFE compare weight-wise with a 302 Windsor iron block engine

My google-fu (might be wek sos) tells me a complete 1UZFE is about 390lbs and a complete pushrod 5.0 is about 450lbs.

There is a guy on the rx7club recently put a Lexus V8 in his 1st gen. Not sure all the details but looks pretty involved. He mentions the Lexus dressed weighing 405lb.

http://www.rx7club.com/v-8-powered-rx-7s-299/my-85-fb-lexus-v8-turbo-build-1009701/

I know you don't like the idea of an LSX but if you a looking for cheapish you can do a 5.3 aluminum block for around $700. If you use an FC subframe you get R&P, larger brakes and C5 pedestal mounts are available. You would still need an FBody pan and accessories then work out the trans. For my LS1 build I found a new take out LS6 cam and lifters for $108 shipped which get you to 7k rpm pretty easily.

Oh and this was a little interesting bit from that thread as well.

Greg,

This is not going into an RX7 at all.

From what I am finding the 1UZ is lighter than the LSx, in fact the 302 iron block is as light as the LSx.

My HP goals do not make an LSx swap a necessity and I want something different.

Size isn't as much of a consideration, especially as the height difference is negligible.

The $1200 Rover V8 over in the classifieds?

You'll be hard pressed to put together an aluminum block/aluminum head "Ford" (8.2" or 9.5") for less than $8000 - unless of course you already have everything you need but the block and you're assigning no cost to those parts.

The LS deck height is about 9.2" -- but it was designed with compactness in mind. As a practical matter, by the time intakes/exhausts/accessories are added - it's about the same size as the 8.2" sbf and noticeably smaller than the 9.5" Windsor motor.

The Toy motor is bigger physically - the picture above shows it clearly. Weight between the Toy, the LS and an iron block/aluminum head 8.2" Ford will be comparable. The all aluminum 8.2" Ford will win the weight contest by 40-50 lbs. or so. But you will pay for that.

Far and away the most practical is the LS option. Of course you can go another way if you want to.

LS1 weight info

"GM lists the 5.7L Chevrolet LS1 engine as weighing in at 409 lbs right out of the crate. We remove the steel exhaust manifolds and other accessories not utilized in aeromotive application and we end up with an engine weighing 375 lbs. Once we add our engine mount, ECU and harness, radiators and all accessories, PSRU, oil and water, we end up with a ready to fly weight of between 488-493 lbs depending on the application."

Ford iron block alloy head 302

"I am building a conversion for a customer and he ordered the base crate 302 engine from Ford. Its the 340 HP M-6007-X302 (306 cubic inches 30 over bore), stock block, forged Mahle pistons, E303, Aluminum heads etc. Here's the link:

http://www.fordracingparts.com/parts/part_details.asp?PartKeyField=11752

I've weighed probably close to a 100 completed conversions at British V8 events over the years and wondered how much this crate engine weighed in at on its own.

Pulled from the crate it weighs in at only 298 lbs! That includes oil.

Now add in block plate, flywheel, clutch, intake, water pump, carb and distributor, the assembly still only weighs 379 lbs.

Compare that to the stock MGB engine at 360 lbs, its only 19 pounds more!

I've also found this crate engine for sale as cheap as $3600 with Free shipping!

http://fordracingparts123.com/index.php?main_page=product_info&cPath=0&products_id=529"