[Z06] Going boosted.......
05-16-2018, 04:34 PM
#61
05-16-2018, 04:35 PM
#62
Pro Mechanic
Pro Mechanic
There are four problems to confront if one is going to build an LS7 with a serious power adder and that's only after you do something about better rods and pistons.
1) As discussed by "Michael D", the OE sleeves in an LS7 case are not forged. That they are brittle becomes a real problem above the 700 hp level.
2) Any sleeve OE or otherwise has wall thickness which is too thin for reliable/durable use with a big power adder. That's one of the reasons why, when GM went to do the engine in the '09 ZR1, it used the L92 block rather than the LS7 block. What happens is the walls begin to flex in and out as cylinder pressure goes up and down. Eventually the sleeve fails and at 1000-hp, that failure would occur much sooner than later.
3) Keeping the engine out of detonation. I don't care what "tuner" you use, at that power level, any detonation will be the kiss of death...almost instantly.
4) durability of the cylinder head material in the area of the chamber known as the "valve bridge". There's no cooling there.
1000-hp from an engine with an OE cylinder case? Only unless you can accept durability just a little longer than some blown fuel motor.
Do your self a favor and set your budget from the get-go to include the iron LSX block.
1) As discussed by "Michael D", the OE sleeves in an LS7 case are not forged. That they are brittle becomes a real problem above the 700 hp level.
2) Any sleeve OE or otherwise has wall thickness which is too thin for reliable/durable use with a big power adder. That's one of the reasons why, when GM went to do the engine in the '09 ZR1, it used the L92 block rather than the LS7 block. What happens is the walls begin to flex in and out as cylinder pressure goes up and down. Eventually the sleeve fails and at 1000-hp, that failure would occur much sooner than later.
3) Keeping the engine out of detonation. I don't care what "tuner" you use, at that power level, any detonation will be the kiss of death...almost instantly.
4) durability of the cylinder head material in the area of the chamber known as the "valve bridge". There's no cooling there.
1000-hp from an engine with an OE cylinder case? Only unless you can accept durability just a little longer than some blown fuel motor.
Do your self a favor and set your budget from the get-go to include the iron LSX block.
Last edited by Hib Halverson; 05-16-2018 at 04:36 PM.
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Landru (05-17-2018)
05-16-2018, 04:37 PM
#63
It kills me to see
people killing themselves
trying to make some magic HP < 1000 with all this $$$
If the goal is only 800HP, I mean, a stock $600 engine will do this for 30-50k, Used off the junkyard shelf from 2002-2007 Gen3/4 would be fine, 5.3-6.0L is what you want. Aluminum L33 is even more capable I am told.
Heres a random, stock, 02-06 6.0 in a colorado running 9's @ 1000rwhp~
https://www.youtube.com/watch?v=ckALwOQKE2M
It doesn't take... all that $$$ and mods. You just need the right $500 engine and a turbo... somewhere... cram it by the differential it will still work. I've seen a 2000rwhp vette with twin rear mounts around here somewhere.
people killing themselves
trying to make some magic HP < 1000 with all this $$$
If the goal is only 800HP, I mean, a stock $600 engine will do this for 30-50k, Used off the junkyard shelf from 2002-2007 Gen3/4 would be fine, 5.3-6.0L is what you want. Aluminum L33 is even more capable I am told.
Heres a random, stock, 02-06 6.0 in a colorado running 9's @ 1000rwhp~
https://www.youtube.com/watch?v=ckALwOQKE2M
It doesn't take... all that $$$ and mods. You just need the right $500 engine and a turbo... somewhere... cram it by the differential it will still work. I've seen a 2000rwhp vette with twin rear mounts around here somewhere.
i was wanting to keep the 427 and aluminum block. I mean it's gonna be awhile like I said I'll have money for boost. I'm building a mustang up with a buddy and doing a iron 6.0 with a lsa blower or some eBay turbos I'll have that as my beater. And my Z as a DD but I am putting a blower on this z no matter what You can ask Khole I always wanted this thing boosted ever since I bought the z. Wish I lived near millennial to shut him up this guy does not leave me alone lol some times I think he's gay for me.
Last edited by 427V8BB; 05-16-2018 at 04:40 PM.
05-16-2018, 05:11 PM
#64
There are four problems to confront if one is going to build an LS7 with a serious power adder and that's only after you do something about better rods and pistons.
1) As discussed by "Michael D", the OE sleeves in an LS7 case are not forged. That they are brittle becomes a real problem above the 700 hp level.
2) Any sleeve OE or otherwise has wall thickness which is too thin for reliable/durable use with a big power adder. That's one of the reasons why, when GM went to do the engine in the '09 ZR1, it used the L92 block rather than the LS7 block. What happens is the walls begin to flex in and out as cylinder pressure goes up and down. Eventually the sleeve fails and at 1000-hp, that failure would occur much sooner than later.
3) Keeping the engine out of detonation. I don't care what "tuner" you use, at that power level, any detonation will be the kiss of death...almost instantly.
4) durability of the cylinder head material in the area of the chamber known as the "valve bridge". There's no cooling there.
1000-hp from an engine with an OE cylinder case? Only unless you can accept durability just a little longer than some blown fuel motor.
Do your self a favor and set your budget from the get-go to include the iron LSX block.
1) As discussed by "Michael D", the OE sleeves in an LS7 case are not forged. That they are brittle becomes a real problem above the 700 hp level.
2) Any sleeve OE or otherwise has wall thickness which is too thin for reliable/durable use with a big power adder. That's one of the reasons why, when GM went to do the engine in the '09 ZR1, it used the L92 block rather than the LS7 block. What happens is the walls begin to flex in and out as cylinder pressure goes up and down. Eventually the sleeve fails and at 1000-hp, that failure would occur much sooner than later.
3) Keeping the engine out of detonation. I don't care what "tuner" you use, at that power level, any detonation will be the kiss of death...almost instantly.
4) durability of the cylinder head material in the area of the chamber known as the "valve bridge". There's no cooling there.
1000-hp from an engine with an OE cylinder case? Only unless you can accept durability just a little longer than some blown fuel motor.
Do your self a favor and set your budget from the get-go to include the iron LSX block.
