Quote:
Originally Posted by Ron in SoCal
My opinion is there are alot of advantages, and a few downside this block. I've been on it since it was announced some time ago at SEMA and waiting for the AL version. A free 30-40 HP, longer barrels for stock cubes (less piston rock = less rebuilds cycles) and raised cam version for the bigger stuff. Oiling is everything for us and this block seems to have that down. Dart has been very careful in R&D and release to the market, even pulling back a couple of times. For our market the HP and therefore stress we put on the block (less than 1000hp) this should be a no-brainer, and they even have their own metalurgy compound - which may be marketing babble - but it may also show they thought about it down to that level. The Iron version is made for the big HP drag boys. And if you want more, they'll even make a compacted graphite version (CGI) for max effort strength (2000 hp), but it'll weigh no less than the standard Iron block.
It takes the std LS2 front and rear covers and requires an oil pan adapter at a minimum. I do not know anyone that has personally built one, but Richard told me they make an adapter ring for most any SBC oil pan. ARE and Moroso built version specific pans if you want to go that route.
Finally, the AL block isn't even out yet, so no track record has been established. This is just my opinion but so far I like what I see. I could be wrong, but I'm willing to put my money down and will build a big incher soon.
Yessir Greg. There are few that have better block programs than Dart.
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The reality is there in not one big HP guy that will run that Iron block. Since the true BIG hp guys will be drag racing and front end weight will kill the cars ability to leave. And if its only rated to 2000hp, that's not even big power. My buddy is running a Proline race engine that is less the 500 cu in and according to the math on alcohol with twins is in the 3500hp range. But that is how the big HP guys are running 6.50's at 3400lbs on a 10" slick.