The big advantage is truly the new ls engines lt series gen 5 (newer than mine) with the direct injection and variable cam timing. Would need to upgrade fuel system and use a standalone but more torque and hp everywhere than mine. No carb option though. One of you asked about the internals on the crate engines. I actually spoke to marine power about there line of engine when ordering exhaust and they are stock crate engines with inconel exhaust. Plus all the fancy brackets and so on. Nothing special. Keep an eye out on the new l8t 6.6l coming out in the new silverados. That will be my next project build when I get hand on a couple but need to wait for them to come out and get totalled first. The heads on the new gen engines are amazing. I urge you to look at the l96 vs the l8t comparison for tq vs hp. The vvt definitley makes a nice difference with a much smaller cam needed.

Looks like excel maybe. Should have done a hp one too. Even better would be a comparison of common engines such as 496ho, hp500, 525efi, and 525sc. That would be cool to see

And this is why I questioned dyno accuracy when comparing my run to the 525sc that was run. The 525sc sheet I posted was well below those numbers with the same cam. But to be fair I have no clue to what heads where on it

Im talking about the 525sc dyno sheet i posted. I have no clue what heads were on those engines as they were a customers of my dyno shops

Heres some NA pump gas big blocks, boats and street rods.

https://cimg4.ibsrv.net/gimg/www.off...2e31cb04d6.png

That looks like connect the dots lol.

I literally asked them about this. For instance on the ls3 I asked if it was forged internals. He said no it was a gm crate that is marinized via inconel exhaust valves, which the l96 already came with anyways. I think that statement about not for marine use is more of a warranty disclaimer, just as say a zz454 or any other street crate application might say the same.