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Post by '68SuperchargedLT1Camaro on Jun 22, 2005 0:25:27 GMT -5
Does anyone have the specs on either or both of these motors? HP? Torque? Bore diameter? Stroke? Displacement? etc, etc. If you know about them, lets hear about it.  Raymond |
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Post by AAron on Jun 22, 2005 21:28:05 GMT -5
the LS2 is the same bore and stroke and rod lenght, if memory serves, as a truck 6.0 as to what they are my memory dosent serve me that well. d@mn gen IIIs they are all weird numbers.
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Post by Fasglas on Aug 16, 2005 17:06:32 GMT -5
It's been a while since I've been to this message board and I noticed this is somewhat of an old thread, but here are some specs on the LS7 motor...
LS7 engine
The all-new LS7 of the ’06 Z06 reintroduces the 427-cubic-inch engine to the Corvette lineup. Unlike the previous 427 engine, which was a big-block design, the new 7.0-liter LS7 is a small-block V-8 – the largest-displacement small-block ever produced by GM and a tribute to its 50 years as a performance icon.
With 500 horsepower and 475 lb.-ft. of torque, it also is the most powerful passenger car engine ever produced by Chevrolet and GM. The LS7 is easily identified under the hood by red engine covers with black lettering.
The LS7 shares the same basic Gen IV V-8 architecture as the Corvette’s 6.0-liter LS2, but the LS7 uses a different cylinder block casting with pressed-in steel cylinder liners to accommodate the engine’s wide, 104.8-mm-wide cylinder bores; the LS2 has 101.6-mm bores. And when compared to the LS2, the LS7 also has a different front cover, oil pan, exhaust manifolds and cylinder heads.
Internally, the LS7’s reciprocating components make use of racing-derived lightweight technology, including titanium connecting rods and intake valves, to help boost horsepower and rpm capability. The rpm fuel shut-off limit is 7000 rpm.
The LS7’s specifications include:
• Unique cylinder block casting with large, 104.8-mm bores and pressed-in cylinder liners
• Forged steel main bearing caps
• Forged steel crankshaft
• Titanium connecting rods with 101.6-mm stroke
• Cast aluminum flat-top pistons
• 11.0:1 compression
• Dry-sump oiling system
• Camshaft with .591-inch lift
• Racing-derived CNC-ported aluminum cylinder heads with titanium intake valves and sodium-filled exhaust valves
• Titanium pushrods and valve springs
• Low-restriction air intake system
• Hydroformed exhaust headers with unique “quad flow” collector flanges.
“In many ways, the LS7 is a racing engine in a street car,” said Dave Muscaro, assistant chief engineer of small-block V-8 for passenger cars. “We’ve taken much of what we’ve learned over the years from the 7.0-liter C5-R racing program and instilled it here. There really has been nothing else like it offered in a GM production vehicle.”
One of the clearest examples of the LS7’s race-bred technology is its use of titanium connecting rods. They weigh just 480 grams apiece, almost 30 percent less than the rods in the LS2 V-8. Besides being lightweight, which enhances high-rpm performance and rpm range, titanium makes the rods extremely durable.
The LS7’s CNC-ported aluminum cylinder heads are all-new and designed to meet the high airflow demands of the engine’s 7.0-liter displacement, as it ingests approximately 100 cubic feet more air per minute than the Corvette’s 6.0-liter LS2 V-8 – an 18-percent increase in airflow. Consequently, a hydraulic roller camshaft with .591/.591-inch valve lift is used to allow plenty of air to circulate in and out of the engine.
To ensure optimal, uninterrupted airflow, the LS7’s heads have straight, tunnel-like intake runners. Very large by production-vehicle standards – even racing standards – they are designed to maintain fast airflow velocity, providing excellent torque at low rpm and exhilarating horsepower at high rpm. The heads feature 70-cc combustion chambers which are fed by huge, 56-mm-diameter titanium intake valves. The lightweight titanium valves weigh 21grams less than the stainless steel valves used in the LS2, despite the valve head having 22 percent more area. They are complemented by 41-mm sodium-filled exhaust valves, vs. 39.4-mm valves in the LS2. To accommodate the large valve face diameters, the heads’ valve seats are siamesed; and, taken from experience with the engines of C5-R racecars, the LS7’s valve angles are held at 12 degrees – versus 15 degrees for the LS2 – to enhance airflow through the ports.
All LS7 engines are assembled by hand at GM Powertrain’s new Performance Build Center in Wixom , Mich. The exacting standards to which they are built include deck-plate honing of the cylinders – a procedure normally associated with the building of racing engines and almost unheard of in a production-vehicle engine.
Dry sump oiling system
The LS7 has a dry-sump oiling system designed to keep the engine fully lubricated during the high cornering loads the Corvette Z06 is capable of producing. An engine compartment-mounted 8-quart reservoir delivers oil at a constant pressure to a conventional-style oil pump pick-up at the bottom of the engine. The pressurized oil feed keeps the oil pick-up continually immersed in oil at cornering loads exceeding 1 g.
Oil circulates through the engine and down to the oil pan, where it is sent back to the reservoir via a scavenge pump. The large-capacity reservoir, combined with a high efficiency air-to-oil cooler, provides necessary engine oil cooling under the demands of the engine’s power output. With the dry-sump system, oil is added to the engine via the reservoir tank – which includes the oil level dipstick.
The LS7’s dry-sump system was developed and tested on racetracks in the United States and Europe , including Germany ’s famed Nürburgring. And while common in racing cars, the Corvette Z06 is one of just a handful of production vehicles – and the only production Corvette – to ever incorporate such a high-performance oiling system.
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Post by '68SuperchargedLT1Camaro on Aug 16, 2005 18:49:30 GMT -5
Thanks Fasglas. Good info.
Raymond
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Post by yellerr on Aug 28, 2005 14:22:48 GMT -5
Man, I would like a LS7 under my hood!
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Post by metalbeast on Sept 12, 2005 20:46:05 GMT -5
Anyone know what the Crate motors are gonna be running pricewise for the LS7?
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Post by 1bad2k2ta on Sept 12, 2005 21:09:18 GMT -5
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Post by jaberwaki on Sept 13, 2005 2:59:59 GMT -5
can i direct everyones attention to something chappin my hide??? Titanium connecting rods with 101.6-mm stroke Racing-derived CNC-ported aluminum cylinder heads with titanium intake valves and sodium-filled exhaust valves •Titanium pushrods and valve springs this stuff is SERIOUSE race gear. you could not put together a motor with this stuff for less then they are asking. but .......Cast aluminum flat-top pistons WTF  who was thea$$monkey who thought this was a good idea??? i mean come on, that means that if i buy a ls7 crate motor because i want to run it in a drag car, i STILL have to tear the short block apart just so i can add forged pistons ... that is SUPER retarded!!! it has been said that you are a mere cam and headers swap from 700 hp... but you cant do this because the pistons it comes with wont support that much hp... G A Y!!!!! |
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Post by lt1sierra on Sept 14, 2005 13:43:54 GMT -5
Yeah, that sounds pretty ignorant to me too
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Post by metalbeast on Sept 15, 2005 2:47:18 GMT -5
can i direct everyones attention to something chappin my hide??? Titanium connecting rods with 101.6-mm stroke Racing-derived CNC-ported aluminum cylinder heads with titanium intake valves and sodium-filled exhaust valves •Titanium pushrods and valve springs this stuff is SERIOUSE race gear. you could not put together a motor with this stuff for less then they are asking. but .......Cast aluminum flat-top pistons WTF who was thea$$monkey who thought this was a good idea??? i mean come on, that means that if i buy a ls7 crate motor because i want to run it in a drag car, i STILL have to tear the short block apart just so i can add forged pistons ... that is SUPER retarded!!! it has been said that you are a mere cam and headers swap from 700 hp... but you cant do this because the pistons it comes with wont support that much hp... G A Y!!!!! Probably the same dumbass that thought it was a good idea to put the Optispark under the water pump  |
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Post by jaberwaki on Sept 15, 2005 2:59:55 GMT -5
hahaa.... yeh probably
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