FS 454 LS-7 motor
#1
Pro
Thread Starter
FS 454 LS-7 motor
For Sale a G.M. 454 LS-7 crate motor dated 1974
$5,900 Thanks Strat 630-772-0554
$5,900 Thanks Strat 630-772-0554
Last edited by bstbrgr; 10-15-2009 at 02:05 AM. Reason: spelling
#4
Burning Brakes
Check the LS-7 designation? The only option of the 454 in '74' was the 270 HP LS-4. There were two versions in '71'. That being the LS-5 and the LS-6. Hope this helps...........
#5
Le Mans Master
Note that the OP didn't say this engine was available in the '74 Corvette (in fact, tho it was listed as an option for a while, the factory never actually installed a 454 LS7 in a Vette), but one shouldn't confuse an old-school LS7 with anything less than the beast it is.
Last edited by TheSkunkWorks; 01-28-2009 at 02:16 AM.
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mako1969 (11-30-2020)
#7
Platinum Supporting Vendor
The LS7 was a 1970 454 option that never materialized, it was basically an L88 but a 454 instead of a 427. You could however buy them over the counter and that is probably why his is dated 1974. The new LS7 borrowed its designation from this engine, just like the LS6 borrowed it from the 70/71 LS6's and the ZO6 and ZR1 borrowed from previous models also.
#8
Le Mans Master
I am taken aback to discover people do not know about the LS7.
Funny how time wears away at legends.
The LS7 was used in boats but it was not a 'boat' engine.
The LS7 is a 454 ci (4.25 x 4.00) big block Chev rated conservatively
by GM at 465 HP. Third-party tests repeatedly reported considerably
higher figures. The crate version was a long block that came complete
with a dual-plane, hi-rise aluminum intake (and water pump, IIRC)
While the 450 HP LS6 was the highest performance engine installed
at the factory, the LS7 was swapped into cars like Novas, Chevelles
and Corvettes at the dealership level. This occured as late as 1974
and possibly beyond.
Somewhere I have an issue of Hot Rod (or possibly Car Craft) that
featured a new 1974 Nova (big bumpers) that had received an LS7
at Nickey. The article is particulalry memorable because the car was
FLOWN! out to the west coast on a shipping pallet in 747 in order to
beat a publication deadline.
Specifications:
several jet boats for river racing locally, on the Rio Balsas in Mexico
and in New Zealand. Aside from blue-printing and durability mods,
the engines were used as delivered with great success.
My recollection is that the engines came from inventory that had
been built in the earlier part of the 70's. I do not recall LS7 dollar
figures but the impression was that prices were a value. I DO
remember that turn-key Olds 455 engines were going for $800
- these were popular for recreational boats and they were very
plentiful.
.
Funny how time wears away at legends.
The LS7 was used in boats but it was not a 'boat' engine.
The LS7 is a 454 ci (4.25 x 4.00) big block Chev rated conservatively
by GM at 465 HP. Third-party tests repeatedly reported considerably
higher figures. The crate version was a long block that came complete
with a dual-plane, hi-rise aluminum intake (and water pump, IIRC)
While the 450 HP LS6 was the highest performance engine installed
at the factory, the LS7 was swapped into cars like Novas, Chevelles
and Corvettes at the dealership level. This occured as late as 1974
and possibly beyond.
Somewhere I have an issue of Hot Rod (or possibly Car Craft) that
featured a new 1974 Nova (big bumpers) that had received an LS7
at Nickey. The article is particulalry memorable because the car was
FLOWN! out to the west coast on a shipping pallet in 747 in order to
beat a publication deadline.
Specifications:
- Iron block w/ 4 bolt mains & HP/HV oil pump & windage tray
- Iron heads w/ open chambers & rectangular intake ports.
CR - 12.5:1. 2.19" Int / 1.88" Exh valve dia. - Forged domed pistons with floating pins
- Forged rods w/ 7/16" bolts
- Forged crank w/ 8" harmonic damper and A/T flexplate
- Dual roller cam chain (similar to but not a Cloyes Tru-roller)
- Flat tappet camshaft & mechanical lifters
- Splash shield in the lifter valley
- 7/16" push rods, 7/16" rocker studs, stamped 1.7:1 rocker arms
several jet boats for river racing locally, on the Rio Balsas in Mexico
and in New Zealand. Aside from blue-printing and durability mods,
the engines were used as delivered with great success.
My recollection is that the engines came from inventory that had
been built in the earlier part of the 70's. I do not recall LS7 dollar
figures but the impression was that prices were a value. I DO
remember that turn-key Olds 455 engines were going for $800
- these were popular for recreational boats and they were very
plentiful.
.
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mako1969 (11-30-2020)
#9
Race Director
sold by GM under the part number 3965774....I still have the Chevrolet "hotline" paperwork (service list/tune up specs) dated 7-25-73 that came with mine....sadly I don`t have either the motor or the 67 silver 427/400 hp roadster it went into....but I do remember all the fun I had with it.
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mako1969 (11-30-2020)
#11
Pro
Thread Starter
LS-7 motor
Your right on the money with your description of the LS-7, but you missed it has a nite tyrited crankshaft also(which is temp treated crank, the L-88's did not have). Real ratings of 560 HP and yes floating wrist pins not pressed like the other high horse motors had. Basically its a 427 L-88 in a 454 version plus the nite tyrited. This motor was never installed in any production car( it was for the 1970 vet but never installed factory) it's a over the counter race engine that was dealer installed or purchased over the counter back in the 70's. One bad (As_) motor!!!
I am taken aback to discover people do not know about the LS7.
Funny how time wears away at legends.
The LS7 was used in boats but it was not a 'boat' engine.
The LS7 is a 454 ci (4.25 x 4.00) big block Chev rated conservatively
by GM at 465 HP. Third-party tests repeatedly reported considerably
higher figures. The crate version was a long block that came complete
with a dual-plane, hi-rise aluminum intake (and water pump, IIRC)
While the 450 HP LS6 was the highest performance engine installed
at the factory, the LS7 was swapped into cars like Novas, Chevelles
and Corvettes at the dealership level. This occured as late as 1974
and possibly beyond.
Somewhere I have an issue of Hot Rod (or possibly Car Craft) that
featured a new 1974 Nova (big bumpers) that had received an LS7
at Nickey. The article is particulalry memorable because the car was
FLOWN! out to the west coast on a shipping pallet in 747 in order to
beat a publication deadline.
Specifications:
several jet boats for river racing locally, on the Rio Balsas in Mexico
and in New Zealand. Aside from blue-printing and durability mods,
the engines were used as delivered with great success.
My recollection is that the engines came from inventory that had
been built in the earlier part of the 70's. I do not recall LS7 dollar
figures but the impression was that prices were a value. I DO
remember that turn-key Olds 455 engines were going for $800
- these were popular for recreational boats and they were very
plentiful.
.
Funny how time wears away at legends.
The LS7 was used in boats but it was not a 'boat' engine.
The LS7 is a 454 ci (4.25 x 4.00) big block Chev rated conservatively
by GM at 465 HP. Third-party tests repeatedly reported considerably
higher figures. The crate version was a long block that came complete
with a dual-plane, hi-rise aluminum intake (and water pump, IIRC)
While the 450 HP LS6 was the highest performance engine installed
at the factory, the LS7 was swapped into cars like Novas, Chevelles
and Corvettes at the dealership level. This occured as late as 1974
and possibly beyond.
Somewhere I have an issue of Hot Rod (or possibly Car Craft) that
featured a new 1974 Nova (big bumpers) that had received an LS7
at Nickey. The article is particulalry memorable because the car was
FLOWN! out to the west coast on a shipping pallet in 747 in order to
beat a publication deadline.
Specifications:
- Iron block w/ 4 bolt mains & HP/HV oil pump & windage tray
- Iron heads w/ open chambers & rectangular intake ports.
CR - 12.5:1. 2.19" Int / 1.88" Exh valve dia. - Forged domed pistons with floating pins
- Forged rods w/ 7/16" bolts
- Forged crank w/ 8" harmonic damper and A/T flexplate
- Dual roller cam chain (similar to but not a Cloyes Tru-roller)
- Flat tappet camshaft & mechanical lifters
- Splash shield in the lifter valley
- 7/16" push rods, 7/16" rocker studs, stamped 1.7:1 rocker arms
several jet boats for river racing locally, on the Rio Balsas in Mexico
and in New Zealand. Aside from blue-printing and durability mods,
the engines were used as delivered with great success.
My recollection is that the engines came from inventory that had
been built in the earlier part of the 70's. I do not recall LS7 dollar
figures but the impression was that prices were a value. I DO
remember that turn-key Olds 455 engines were going for $800
- these were popular for recreational boats and they were very
plentiful.
.
Last edited by bstbrgr; 01-29-2009 at 01:45 AM.
#12
Le Mans Master
Tuftrided, not nitrided.
Steel Crankshaft Hardening
The Crankshaft Co.
Tuftriding was a process used by some OEM's on special
high-performance crankshafts, primarily to avoid the stresses
imposed by induction hardening. In Tuftriding, the crankshaft is
immersed in hot cyanide compounds, creating a tough, resistant
surface that improves fatigue resistance. The hard layer in a
Tuftrided crank is usually very shallow, only penetrating around .005.
One drawback of Tuftriding is the potential for warpage of the crank.
Nitriding is a chemical hardening process in which the part is heated
in a furnace, the oxygen is vacuumed out, and nitrogen is introduced
which penetrates the entire surface. The depth of hardness is
dependent upon the time the crankshaft is exposed to the gas.
Typically, a nitrided crankshaft will have a hardness depth of about
.010 - .030. Nitriding is a low heat process compared to Tuftriding,
but it shares the advantage of avoiding the introduction of localized
stress zones as in induction hardening.
Also, the rods were specially selected, then prepared by being peened,The Crankshaft Co.
Tuftriding was a process used by some OEM's on special
high-performance crankshafts, primarily to avoid the stresses
imposed by induction hardening. In Tuftriding, the crankshaft is
immersed in hot cyanide compounds, creating a tough, resistant
surface that improves fatigue resistance. The hard layer in a
Tuftrided crank is usually very shallow, only penetrating around .005.
One drawback of Tuftriding is the potential for warpage of the crank.
Nitriding is a chemical hardening process in which the part is heated
in a furnace, the oxygen is vacuumed out, and nitrogen is introduced
which penetrates the entire surface. The depth of hardness is
dependent upon the time the crankshaft is exposed to the gas.
Typically, a nitrided crankshaft will have a hardness depth of about
.010 - .030. Nitriding is a low heat process compared to Tuftriding,
but it shares the advantage of avoiding the introduction of localized
stress zones as in induction hardening.
magnafluxed and having the casting flash polished from the beam. The
rod bolts are undercut with a 'waist' left at the parting line.
How did this one come to be in your possession?
.
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mako1969 (11-30-2020)
#13
Pro
Thread Starter
Your right on the money! Tuftrided that's what I meant but I couldn't remember the word. I remember what it was but couldn't explain it exactly. It's so nice to hear true and accurate knowledge, the older info gets passed on and on and the info changes with time. But your right and accurate.
I bought this 19K mile 1969 L-88 427 Nova last year from the 2nd owner and in his garage he had this LS-7 motor also that he bought new from the dealership back in the day. He had some other neat tuff that I picked up also from the garage too. You can read the story a little on the drag forum under "67 drag vet" midway through you'll see the Nova. I was thinking to put this motor in my 1979 road race vet this spring if it doesn't sell.
I bought this 19K mile 1969 L-88 427 Nova last year from the 2nd owner and in his garage he had this LS-7 motor also that he bought new from the dealership back in the day. He had some other neat tuff that I picked up also from the garage too. You can read the story a little on the drag forum under "67 drag vet" midway through you'll see the Nova. I was thinking to put this motor in my 1979 road race vet this spring if it doesn't sell.
Brevity is the soul of wit. Neither characteristic being strong points for me.
Tuftrided, not nitrided.
magnafluxed and having the casting flash polished from the beam. The
rod bolts are undercut with a 'waist' left at the parting line.
How did this one come to be in your possession?
.
Tuftrided, not nitrided.
Steel Crankshaft Hardening
The Crankshaft Co.
Tuftriding was a process used by some OEM's on special
high-performance crankshafts, primarily to avoid the stresses
imposed by induction hardening. In Tuftriding, the crankshaft is
immersed in hot cyanide compounds, creating a tough, resistant
surface that improves fatigue resistance. The hard layer in a
Tuftrided crank is usually very shallow, only penetrating around .005.
One drawback of Tuftriding is the potential for warpage of the crank.
Nitriding is a chemical hardening process in which the part is heated
in a furnace, the oxygen is vacuumed out, and nitrogen is introduced
which penetrates the entire surface. The depth of hardness is
dependent upon the time the crankshaft is exposed to the gas.
Typically, a nitrided crankshaft will have a hardness depth of about
.010 - .030. Nitriding is a low heat process compared to Tuftriding,
but it shares the advantage of avoiding the introduction of localized
stress zones as in induction hardening.
Also, the rods were specially selected, then prepared by being peened,The Crankshaft Co.
Tuftriding was a process used by some OEM's on special
high-performance crankshafts, primarily to avoid the stresses
imposed by induction hardening. In Tuftriding, the crankshaft is
immersed in hot cyanide compounds, creating a tough, resistant
surface that improves fatigue resistance. The hard layer in a
Tuftrided crank is usually very shallow, only penetrating around .005.
One drawback of Tuftriding is the potential for warpage of the crank.
Nitriding is a chemical hardening process in which the part is heated
in a furnace, the oxygen is vacuumed out, and nitrogen is introduced
which penetrates the entire surface. The depth of hardness is
dependent upon the time the crankshaft is exposed to the gas.
Typically, a nitrided crankshaft will have a hardness depth of about
.010 - .030. Nitriding is a low heat process compared to Tuftriding,
but it shares the advantage of avoiding the introduction of localized
stress zones as in induction hardening.
magnafluxed and having the casting flash polished from the beam. The
rod bolts are undercut with a 'waist' left at the parting line.
How did this one come to be in your possession?
.
Last edited by bstbrgr; 01-29-2009 at 11:05 PM.
The following users liked this post:
mako1969 (11-30-2020)
#14
Le Mans Master
Sonofagun - you're the guy that bought John Bougher's '67 roadster !
I only came to know about him and the car through the thread you
started before going to look at the car, but wasn't THAT an eventful
and touching journey of discovery !
.
I only came to know about him and the car through the thread you
started before going to look at the car, but wasn't THAT an eventful
and touching journey of discovery !
.
The following users liked this post:
mako1969 (11-30-2020)
#15
Your right on the money with your description of the LS-7, but you missed it has a nite tyrited crankshaft also(which is temp treated crank, the L-88's did not have). Real ratings of 560 HP and yes floating wrist pins not pressed like the other high horse motors had. Basically its a 427 L-88 in a 454 version plus the nite tyrited. This motor was never installed in any production car( it was for the 1970 vet but never installed factory) it's a over the counter race engine that was dealer installed or purchased over the counter back in the 70's. One bad (As_) motor!!!
Last edited by jakesindy; 01-29-2009 at 02:54 PM.
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mako1969 (11-30-2020)
#18
Le Mans Master
Perhaps you are thinking about the ZL-1, a 427 ci with both aluminum
heads AND aluminum block.
There were two versions of the L88 head: the first was an aluminum
closed chamber design, the second was an open chamber design.
The 2nd gen head was installed on L88s as well as the ZL-1. Pictures
also show that the 2nd gen had round exhaust ports that are larger
than the square ports on the 1st gen head and the iron heads.
The LS7 head was cast iron, with open chambers and square exhaust
ports.
Number 1 at Tonawanda !
.
#19
No disrespect to your father, but they didn't.
Perhaps you are thinking about the ZL-1, a 427 ci with both aluminum
heads AND aluminum block.
There were two versions of the L88 head: the first was an aluminum
closed chamber design, the second was an open chamber design.
The 2nd gen head was installed on L88s as well as the ZL-1. Pictures
also show that the 2nd gen had round exhaust ports that are larger
than the square ports on the 1st gen head and the iron heads.
The LS7 head was cast iron, with open chambers and square exhaust
ports.
Number 1 at Tonawanda !
.
Perhaps you are thinking about the ZL-1, a 427 ci with both aluminum
heads AND aluminum block.
There were two versions of the L88 head: the first was an aluminum
closed chamber design, the second was an open chamber design.
The 2nd gen head was installed on L88s as well as the ZL-1. Pictures
also show that the 2nd gen had round exhaust ports that are larger
than the square ports on the 1st gen head and the iron heads.
The LS7 head was cast iron, with open chambers and square exhaust
ports.
Number 1 at Tonawanda !
.
Last edited by jakesindy; 01-29-2009 at 04:04 PM.
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mako1969 (11-30-2020)
#20
Le Mans Master
Over-the-counter LS7s delivered here in the mid-70s were equipped
with the #6260482 cast iron heads.
2.19 Int / 1.88 Exh valves. Intake ports were rectangular, the
exhausts were square.
.
with the #6260482 cast iron heads.
2.19 Int / 1.88 Exh valves. Intake ports were rectangular, the
exhausts were square.
.