Looks to me that the second rule is aimed directly at LSX motors. Particularly, the LS427 (LS7), although I haven't heard of any done in the 475 CI range. Probably possible though.
I guess my first question would be, Define OEM. Did the block have to come from a production vehicle, or can it simply come from GM, Ford, etc. and their Performance divisions? GMPP does NOT make an aluminum version of it's LSX block. At least as of yet.
The other side of that is the first line wherin the cast iron LSX (454 and much bigger) block WOULD be allowed, as I read it, and as Pat says, would be a welcome addition for the same reasons.
I know the LS2 can be re-sleeved to become an LS7, but I haven't heard of an aluminum block (other than aftermarket like RHS, which may well be why this rule and how it's worded) capable of what GM's iron LSX block can be bored and stroked to.
I don't see a downside to it, weight restrictions or not. If you think about it, it's splitting hairs, really, when y'alls boats have different hull weights to begin with, equipment, setup, fuel capacity, and in drivers alone, picture tossing Ralph in one and Daniel (Willowog) in another. The difference in engine weight from a cast iron big block with aluminum heads to an aluminum LS engine becomes less critical. As Ron says, will likely bring new blood into the class and at the same time keep the big dollar machines out, which is what the class is about anyway.
SHOUTOUT! That's not picking on you Ralph, I probably outweigh you these days, bro!
Ray
