Printed in The American Tri-Five magazine in Volume 5 : Issue 2

So, you’re finally ready to ditch that tired, weak, original 235/265/283, huh? Maybe that 327 someone put in back in the 70’s has finally given up the ghost? Or maybe you’re just looking for an upgrade in power and/or fuel economy? At any rate, you’re looking at options for re-powering your tri-five. Only one problem… when it comes to selecting the right engine, there are a few hundred different directions you can head in, and making the right choice can be COMPLETELY overwhelming. Have no fear, we’re here to help make that choice as easy as possible!

From mild to wild, there’s every option under the sun with what engine to run in your Tri-Five, but when it comes to picking a manufacturer, the choice is simple: The crew at Woody’s uses Chevrolet Performance crate engines, exclusively from Ed Rinke Chevrolet, in every car they build, including the Danchuk Tri Five Nationals Golden Star giveaway car. An unrivaled warranty, above-and-beyond customer service, affordable pricing, and most of all, a quality product right out of the gate make this decision a no brainer. But, on top of that, their vast selection of engines means they likely have something to fit your needs. So, let’s delve deeper into some of their offerings.

350/290HP Gen 1 SBC

This engine has been a tried and true staple of the crate motor world for quite some time. Quality components run throughout, a 4-bolt main block, powdered metal rods, aluminum pistons, and a nodular crank. The out-of-the-box camshaft gives a little bit of rumble without hurting drivability, and utilizing an 8:1 compression ratio means its 87 octane friendly. Pushing out right at 300HP makes this engine plenty powerful for those simply interested in a reliable cruiser, be it around town or out on the interstate. It’s an easy drop-in choice for anyone with an existing small block, or simply looking to upgrade their sixer for reasonable funds. With almost 70 years of aftermarket support, every piece you could possibly hope for is readily available, so no need to search high and low, or reinvent the wheel. This option is by far the most straight-forward and cost-efficient choice of all when it comes to installation.

Pros: Low cost, ease of installation, every part under the sun readily available.

Cons: Fuel Mileage could be better, not a powerhouse by any means.

LSA

If you’re wanting an LS, but want forced induction or BIG power, there’s a way to have to have your cake and eat it too! The LSA was originally used in the Cadillac CTS-V and ZL1 Camaro, so not only do you get 556 horsepower to start with; you get all the reliability that you’d expect from a showroom-stock GM vehicle! Essentially, it’s an LS3 with improved cylinder heads and a 1.9 liter TVS supercharger strapped on top. And if the all that power isn’t enough, a simple change of the blower pulley ups the boost, and provides all the power a road-going car could possibly want.

Pros: BIG power, OE reliability, easily upgraded, and who doesn’t like a blower motor?

Cons: Cost, cost, and cost. Finding a good home for heat exchanger for the blower can be challenging.

LS3

It’s no secret that the LS series engine has been all the rage in recent years, and it’s easy to see why: 200K+ mile reliability, incredible fuel mileage, and unmatched drivability make these engines an easy crowd favorite. And the LS3 is undoubtedly the leader or the pack when it comes to a real-world naturally aspirated engine. With models ranging from 436 to 525 horsepower, there’s sure to be a power level available for any tastes. Even the big dog 525 is pump-gas friendly, has great road manners (until you mash the loud pedal), and offer all the reliability of your daily driver type vehicles. This type of user-friendly peace of mind makes these engines an excellent choice for folks whose cars see extended road-trip use (like the giveaway car will be this year!) or are simply looking for a “set it and forget it” type of engine combination. Now, the biggest question to come into play: “Isn’t an LS conversion a lot of work?” Where it’s definitely more work than pulling your old 283 and bolting in a small block, Chevrolet Performance’s “Connect and Cruise” packages have yielded pre-programmed engine control systems, plug-and-play standalone wiring harnesses, and matched driveline components to take the head scratching and wrench-throwing frustration out of these types of conversions. Combine that with readily available swap mounts, headers/exhaust manifolds, pre-made fuel system kits and much more, and the LS conversion has become *almost* as easy as converting a six over to a V8.

Pros: Drivable power, low maintenance, excellent fuel mileage, wide variety of power levels.

Cons: Increased cost, specific swap parts required, more intensive install than simply replacing an engine.

ZZ502

For some, there will simply be never be a substitute for cubic inches. And for those folks, Chevrolet is still pumping out crate engines in the big block line. Proven combinations like the ZZ502 power many hot rods around the world (including the 2019 TFN giveaway car), so these are tried and true pieces without the guesswork. Weighing in at over 500HP and almost 600tq, this pump-gas bruiser is sure to provide burnouts on tap, if that’s your sort of thing. A 4-bolt main block and forged internals insure that it’s going to be iron tough, even if some liberties are taken with upgrades. On top of that, the tri-five hot rodding community embraced the big block years ago, and has made it fairly straight forward to put a rat motor into your Tri-Five.

Pros: Gobs of torque, power on demand, great aftermarket support, perfect look for a gasser.

Cons: Gallons per mile opposed to MPG, not the easiest fit into a tri-five engine bay, power levels may require other driveline upgrades.