Dart Ls Next Block: Oil Pan Requirements

The Dart LS Next block is available in either a skirted or non-skirted design. The former accepts stock front and rear covers, as well as the stock pan rail bolt pattern, while the latter does not. The non-skirted design is not directly compatible with many OEM parts, such as the oil pan, filter, and accessories. However, the LS Next blocks are compatible with factory oil pans, with the non-skirted design requiring Dart's billet oil pan rail adapters. The LS Next block also requires a special modified oil pan which is available from select manufacturers.

The factory LS oiling route vs. Dart's priority main oiling system

The factory LS oiling route and Dart's priority main oiling system differ in the sequence in which they supply oil to the engine.

In the factory LS oiling route, oil is first supplied to the valvetrain, including the hydraulic lifters, cam, and top end. This is done to keep the valvetrain lubricated and quiet. However, this places greater demands on oil volume and can starve the rods and main bearings of oil, posing a threat to engine life in performance applications. As a result, the critical rod and mains may overheat, wear prematurely, and ultimately lead to engine failure.

On the other hand, Dart's priority main oiling system supplies oil first to the main bearings and then to the cam, lifters, and top end. This ensures that the critical crankshaft main bearings and connecting rod bearings receive adequate lubrication, even in highly stressed racing applications. By prioritising oil supply to the bottom end of the engine, the priority main oiling system helps to keep temperatures down and increases the longevity of the bearings and associated components.

The priority main oiling system also reduces oil volume demands and provides the most critical areas of the engine with the best level of protection first. According to Kyle Scheel, a Dart Sales and Technical Representative, "Oil volume demands are reduced, and the most critical areas of the engine are provided with the best level of protection first. Also, keep in mind that priority main oiling is not detrimental to the upper engine components or valvetrain, as their oiling needs are much less."

In addition to the priority main oiling system, Dart's LS engine blocks offer other benefits such as longer sleeve length, stronger main caps, and larger diameter fasteners. The company also has control over the entire block production and finishing process, allowing them to closely control quality, accommodate customer requests, and continuously participate in research and development.

LS Next block variations

The LS Next block is available in two variations: skirted and non-skirted. The skirted version accepts stock front and rear covers and the stock pan rail bolt pattern.

The base model LS block is the LS Next Special High Performance (SHP) block, which is designed for street performance engines. The SHP block offers an easy conversion from a production block, with all components being compatible. It also includes features such as priority main oiling, 0.625-inch thick deck surfaces, 4-bolt billet steel main caps, and 0.375-inch extended cylinder barrels.

The next variation is the LS Next SHP Pro iron block, which is cast using a superior strength 220 BHN iron material, increasing the block's tensile strength from 30,000 to 38,000 psi. This block also upgrades to ARP 7/16-inch main studs.

The third variation is the LS Next iron non-skirted race block, which uses a conventional 4-bolt, splayed cap in the center three and oil pan rail position, allowing kick-out oil pans where chassis clearance is available. This block can accommodate a maximum bore diameter of 4.200 inches and can receive the LS Next 2 upgrade, which includes larger main caps and 1/2-inch main studs.

The final variation is the LS Next aluminum block, which is available in either skirted or non-skirted configurations. These blocks use ductile iron sleeves and extra-thick cylinder walls. The main advantage of aluminum blocks is their reduced weight, offering a 100-pound weight savings over iron blocks.

Using a factory oil pan with a non-skirted block

When using a factory oil pan with a non-skirted block, Dart's billet oil pan rail adapters are necessary. These adapters are mounted between the engine block and the oil pan. The non-skirted design reduces horsepower-robbing crankcase windage and allows for a better oil pan design. By removing the skirts at the bottom of the block, a deeper profile oil pan can be used, providing more room for oil control features such as wind age trays, crank scrapers, baffles, and trap doors.

When using the non-skirted blocks with factory oil pans, it is important to note that the oil filter will need to be relocated. The blocks do not have the integral oil passages to support an oil pan-mounted oil filter. Therefore, a relocated oil filter is necessary to ensure proper oil filtration and circulation.

The LS Next block is designed for a special modified oil pan, which is available from various manufacturers, including Stef's, Moroso, and Canton. However, Dart offers billet pan rail spacers that allow the use of factory pans with the non-skirted blocks. These spacers provide mounting holes for power steering and air conditioning, as well as fitting OEM front and rear covers. The mounting hardware and dipstick provision are typically included with the spacers.

It is important to carefully review the specific requirements and compatibility of the non-skirted block and factory oil pan before proceeding with any modifications or adaptations. Ensuring the proper fit and functionality of all components is crucial for the optimal performance and longevity of the engine.

LS Next oil pan features

The Dart LS Next block requires a specially modified oil pan, which is available from several manufacturers, including Stef's, Moroso, Canton, and Holley.

The Canton Racing Products 12-280A Dart LS Next Dry Sump Aluminum oil pan is designed to maximise the effectiveness of changes made to the LS block by Dart. Its billet end caps offer a precise fit to the unique pan rail of the Dart LS Next block, and its Pro-style oil recovery pouch is designed to maximise the horsepower that Dart freed up in the bottom end. This oil pan will not fit on LS Next 2 blocks. It features:

• Pro Style Oil Recovery Pouch
• Machined Billet Front and Rear Seals
• Built-in Louvered Windage Tray
• Magnetic Drain Plug
• Two -12AN pickups on the passenger side

The Canton Racing Products 15-286A Aluminum Dart LS Next Front Sump Road Race Pan is also designed to maximise the effectiveness of changes made to the LS block by Dart. Its pan features billet end caps that offer a precise fit to the unique pan rail of the Dart LS Next block, and its Pro-style oil recovery pouch is designed to maximise the horsepower that Dart freed up in the bottom end. Its diamond shape trap door baffle, along with its anti-slosh baffle, allows for maximum oil control in high-performance driving situations. This oil pan will not fit on LS Next 2 blocks. It features:

• 6.5 qt System Capacity
• Pro Style Oil Recovery Pouch
• Machined Billet Front and Rear Seals
• Removable Windage Slosh Baffle
• Diamond Shape Road Race Trap Door Baffle System
• Magnetic Drain Plug
• Provision for a pan-mounted dipstick

Holley offers a full line of oil pans that are perfect for LS swaps, with three options for LS Swap Oil Pans: the 302-1, 302-2, and 302-3. The 302-1 is similar in design to the popular fourth-generation F-Body oil pan and fits many GM applications from 1955 to 1987. The 302-2 provides additional clearance on the front portion of the oil pan and is a direct fit for GM G-Body platforms. The 302-3 features additional exterior clearance at the front sump, allowing it to fit Fox Body Mustangs, and has added internal clearance to support up to a 4.25-inch crankshaft stroke.

For "non-skirted design" LS Next blocks, Dart offers billet oil pan rail adapters that mount between the engine block and oil pan. These allow for the use of factory oil pans but require the use of a relocated oil filter as the blocks do not have the integral oil passages to support the oil pan-mounted oil filter.

LS Next block weight savings

The LS Next block is available in two variations: skirted and non-skirted. The main advantage of choosing an aluminium LS Next block over an iron one is its reduced weight.

A typical iron non-skirted LS Next block weighs 227 pounds, while an aluminium version of the same block will weigh between 115 and 127 pounds, depending on the bore size. This offers an immediate weight saving of 100 pounds.

The LS Next aluminium blocks are available in either skirted or non-skirted configurations. All Dart aluminium blocks use ductile iron sleeves and extra-thick cylinder walls. The LS Next aluminium and cast iron blocks start at 4.00 and 4.125 inches, respectively, and can be bored to a maximum of 4.185 inches. The LS Next iron, non-skirted race blocks can accommodate a maximum bore size of 4.200 inches, while the cast-iron SHP blocks have a maximum bore of 4.185 inches. Aluminium blocks can go up to 4.165 inches.

The LS Next block's weight savings are significant, and it's worth noting that Dart offers both iron and aluminium versions of this block, giving builders the option to choose based on their specific needs and preferences.

Frequently asked questions