Got a few more pics on Page 4..... 10/20/10








***New Videos on Page 3***.

Thanks,


Finally have some UPDATES- GO TO PAGE 2.....
Thanks,




Hello,
Just thought I would share a few pics for anybody that is interested.
This engine has been sitting in a corner for many many years.
It was an original crate that was purchased back in mid 70's.
It did not come with intake, carb, iginition, etc. Just block and heads from what I was told.
I was going to go with a rebuilt/stroked SB, but when I had the two sitting next to each other, I figured why not go with the BB. I have chatted with many other forum members that have made a successful upgrade to BB in 80-82's.

Anyway, I did my research to look for ID's stamps/serial numbers for the block and heads. I was excited to see that I did find the stamp
XCH id for LS7 block designation on the right side above the water pump area where the head sits. I took some more pics of the heads, block, and some accessories that were on the engine. It was purchased for race/street set up. It had less than 1000 miles before the top of the #8 piston broke apart.

Currently talking to a few machinist/builders to put life back into her.

The stock configuration was 12.25:1 CR. Cam was solid lifter. This is what I found for the specs- The LS-7 and the ZL-1 used the same camshaft 3959180. Intake/Exhaust Lash 0.24"/0.26" Lift 0.560"/0.600" Dur 347/359 Overlap 135- the lobe separation angle is 110 degrees.
Cast Iron Rectangular Port Heads-, casting number 6272990, open-style 118cc combustion chambers, 2.19-inch intake, 1.88-inch exhaust valves. Rectangular port heads contain the words "HI-PERF" cast into an area on top of the head.


AND YES, I do realize that many changes to this engine are required to be streetable. I am not planning on racing. Just to drive and enjoy.

Lower CR
New Cam-Hydraulic
New Hood- L88
New exhaust/headers
New wheels/tires planned

What has been done-
Rebuilt 700r trans- Newer Core- Parts, torque converter
Rebuilt differential, new gears.
New Shocks, front springs

After I got all the dust/dirt off this is what I could see.

Thanks,

Rob


[IMG][/IMG]

[IMG][/IMG]

[IMG][/IMG]

[IMG][/IMG]

[IMG][/IMG]

[IMG][/IMG]

[IMG][/IMG]

[IMG][/IMG]

[IMG][/IMG]

[IMG][/IMG]

[IMG][/IMG]

[IMG][/IMG]

[IMG][/IMG]

[IMG][/IMG]

[IMG][/IMG]

 

The one thing I never realized is that the crate version of the LS7 didn't maintain the round exhaust ports on the heads, as they did in the original engine planned for 1970 usage.

 

On a motor like that you should run a solid cam or a roller. With iron heads you may be able to run about 10:1 compression depending on cam selection. You had better beef up the rest of the drivetrain to handle your new found power.

 

Hi RR,
If you have some horses you're not going to be using could I borrow them for my 350/270?
Nice pictures of a rare bird.
Regards,
Alan

 

Wow. vroom,vroom, nice pics, nice set up.Have fun with that, always luv a story on 454's.

 

That engine could be a lot of fun.

 

Why paint an aluminum block?

 

LS7 block should be iron.

 

The crate version didn't come with aluminum heads, unlike the planned engine for 1970. Those heads above are simply 990 castings. I bought a crate LS7 long block back in the mid 80's.

Iron 4 bolt block
5140 steel crank
7/16 rods
990 iron heads

Great motor and makes tons of power...

 

Aluminum head LS7`s were never produced. If you make all of the changes listed it wont be a LS7 anymore, as you will be throwing close to 150+ hp out the window....it will be more like a LS5.....

 

Yes, its all Iron.
As much as I would like to keep the original set up, highest octane gas I have found at the pump is 93.
Hopefully, some magic can be worked with a 10:1 compression, matched with a good cam, lifters, reworked heads, and intake/carb. I think 500 hp is realistic. I will just have to wait and see what works best.

I welcome any tips/advice from the seasoned engine guru's....

Thanks for looking......

 

They sure weren't produced, but they were most certainly planned. Had it been produced, the ZL1 aluminum heads would have been sitting on that beast

What a shame it never happened..

 

Well, I'm certainly not seasoned at building engines, but I've spent my share of earned income on racing engines, Hi Perf street engines and everything in between over the years. Some will agree, and some won't. Everyone has an opinion.. Here is mine,

10:1 compression still seems a little steep for todays dish soap, errr, pump gas.. Some will say otherwise, but never forget the old saying that "detonation needs to be avoided at all costs" Think of a sledgehammer hitting the top of your pistons!!

You have a great set of heads and a bullet proof block, crank and rods. IMHO 9:1 compression forged slugs, a nice dual plane intake, a custom hydraulic roller cam, lifters and matching springs. Forget the solid lifters for the street.. You'll be knocking on the door of a realistic 450hp. (That's all fine and good, but it's torque that you're looking for on the street) Once you've got 500+ lb ft of torque, then it's time to think about getting it to the pavement effeciently.

Your tranny is going to need an ATI, or other brand reworked valvebody and internals. You will need a different converter as well. Don't order a converter until you know what your cam specs are along with other criteria. ATI will help you with that..Don't just order one from Jegs or Summit.. (I've always received superior parts, service and tech help from ATI down in Maryland) Don't hesitate to call them when you're ready. You don't need a racing transmission but you'll want to pay attention to the parts that go into yours so it will live! Not to mention utilize all that the new motor has to offer.

If the rearend has a lot of miles on it, you might want to take a peek inside. It might also need some work!! A set if 3:36 gears are fun on the street.

Translation: Get your checkbook out!!

 

What about the LS-7 engines shipped from the Tonawanda engine facility to Chevrolet Engineering in Warren, MI. Those engines were used in some '70 Corvette test mules that Duntov, Hufstader had running around. They weren't imaginary.

 

Years ago I read a few stories (rumors) that "The boys" stuffed some of those engines into anything that was available to them at that moment. Supposedly even a pick up truck or two got them. They beat them around with Mfr plates and couldn't be touched..

The end of an era...

 

Why turn it into an LS5? I just built as close to a L88 as possible and run pump gas for Elle88. Search my recent threads started. I would look at a 10 to 1 to 10.5 to 1 solid roller build. Keep the somewhat nasty manners and make it run on 93 octane pump fuel. Should be able to get 550 HP out of it.
Your in the Dallas/Ft.Worth area talk to 427Hotrod (Jim Moore) He will steer you in the right direction.

 

LS5? 8.5:1 compression, tiny regular hydraulic cam, a Qjet & flat iron manifold sitting on oval port heads. Not really a reliable comparison..

This is more like an LS6, no?


I read that thread Mako, and was impressed with your engine.. Isn't
elle88's car a "once in awhile" driver? When I think of a street car/driver I think hydraulic roller.. Who wants to adjust valves every Saturday afternoon???

Keep up the good work!!

 

I drive it on the street and back and forth to the track....11.40`s at 120+....T400, 4.56...its a real one 100+ Octane...Its just noisy with race mufflers

.

http://s238.photobucket.com/albums/f...t=68RedLS7.mp4

 

Nice Camaro!!

While I'm sure we can agree that there are 100 different half baked definitions of what someone considers a street car/driver.. Heck, some Saturday nights, I used to put a dealer plate and some 3" flowmasters on my 9 second Chevelle and drive it up and down Erie Blvd in Syracuse NY. I don't think I'd ever claim it was a street car. Certainly not a car to take down to the bank on monday afternoon. Besides, C-16 fuel is too expensive..

My definition, and of course it's my own honest opinion. I'd want the car to be reliable in every way, run consistantly on available pump gas, not get me pulled over by law enforcement every 5 miles and of course be able to drive it 100 miles to a car show or other function..


Remember these words from the OP..

"I am not planning on racing. Just to drive and enjoy"

 

Well the real 1970 LS6 had similar heads to the LS7, 11.25 to 1 compression and a solid lifter cam. A 1970 LS5 has 10.25 to 1 compression and a hydraulic cam. The later models all had reduced compression across the board. I have a hydraulic roller in my car for the maintainance and streetability reasons you mentioned and a 6500 RPM limit but if I had a real LS7 it would be difficult for me to rebuild it to a mild hydraulic performance build. Solid street rollers are keeping with the character of the LS7 and reducing the compression to be able to run pump fuel is able to be done without reduction in power with the newer cam profiles available. It just seems a shame to not try to maintain it's original character. Solid roller maintainance is not needed as often as the old solid lifter cams. There are tight lash street solid roller cams with reasonable spring pressures and poly locks that hold the lash adjustments much better than the old school cams. There are also newer design roller lifters that oil better and are more durable. It is not cheap or easy but the base is all there and he needs new pistons anyway. If your dropping compression to 9 to 1 and camming it to match the rectangular port heads are overkill. Might as well get a newer 454 block and match everything to the lower power build. JMHO.