SVT THIS

iTrader: (27)

As you know I've been researching a shortblock build lately and have been leaning towards a 408. However, the LS7 and L92 shortblocks are starting to tempt me. Is it possible to swap over all LS1 accessories, even stock LS1 heads and camshaft as a temporary only thing until I can afford a nice head/intake setup? Or are the LS1 parts not interchangable with these motors. Thanks...

427

iTrader: (3)

You can use your LS1 heads on both the L92 and the LS7. The upper timing gear and front cover from the new engine block must be used, but the cam itself from the LS1 could be used.

Kurt

rza36ch

If you can use all your ls1 accesories how come more people dont do an ls7 swap compared to the most popular 402 swap?

GIGAPUNK

iTrader: (2)

Because you're going to pay at least an extra grand for the LS7 block over even an L92.

SVT THIS

iTrader: (27)

So I could buy the Katech value LS7 427 shortblock, LS7 front cover and an LS7 upper timing gear and be set?

My starter, alternator, ac lines, fuel lines, LS6 intake, SLP 1 3/4th headers, pulleys, etc. would all swap over? I would probably invest in some LS7 lifters and some larger fuel injectors, but other than that I would be set?

I know I would be absolutely starving the engine of power until I could get some heads/intake and cam setup, but it would just have so much more potential than another setup. Any idea of a rough power estimate of an LS7 or L92 with stock 98 LS1 heads, 98 LS1 cam and an LS6 intake? It would still be kissing the 400/350 range I would imagine, but I haven't seen anyone do a work in progress swap like this.

Is the swap as straight forward for the L92 and the LS7 as it is for the LS2 and LQ9s, just drop it in and bolt it in? Are there any custom brackets, mounts or holes needed?

Thanks for the input guys. I won't be doing the swap myself, a shop will. But I would still like to know what I'm getting into before I sign the check. Thanks again,
Mitchell

JakeFusion

iTrader: (7)

I'd think a 415 L92 would be a lot more cost effective versus the 427. The L92 block is half the price of the LS7. At the end of the day, the 415s have a fairly large bore (can be taken out to 4.080" with ease). That should support some nice power compared to a 4.000" bore in a 402 for only a few dollars more. If you look at SDPC or TSP, they have the short-blocks with an LS2 Double Roller Timing Set, LS2 Conversion Components, and Cam Sensor and Knock Sensor Harness Extensions for an easy swap to an LS1.

With an Eagle crank, Scat rods, and Diamond pistons, you're looking at $4755 from TSP for a 418 L92. I've seen LS6 headed 418s (4.08" bore Darton-sleeved blocks) make 580rwhp on pump gas, so they can support big power numbers.

travs92vr4

I had the same ??'s Thanks for the answers.

Bring the Noise

Price is the main reason people don't go with the LS7 shortblocks compared to the 402 LS2 strokers and the 414 to 418 L92 strokers.

Stokers go like this: Least expensive is the Iron 408, next up is the LS2 402, then L92, then a LS7 shortblock, then resleeved LS1/2 shortblock. Well I guess the least expensive is actually the 383 LS1 rebuild kit (that is if your block is rebuildable).

A Gen III Iron 408 kit would be a direct swap for a LS1, but add's about 100lbs to the nose of your fbody. All the wiring and knock sensor locations are retained as it is a Gen III motor.

A little more work is required for the Gen IV LS2, L92, or LS7 shortblocks.
Note: the LS1 to LS2 conversion stuff (cam timing sensor extension cabling, tap'n the block to mount the ls1 knock sensors, etc) actually works for the L92 and LS7 engine swaps as well.

Most of the aftermarket shortblock come with a 24x timing wheel on the crank. Which was used in the Gen III's.

The LS7 shortblock that SDPC offers comes with a Wetsump LS1 style 4" crank so the ls1 style oil pump, pickup and pan can be used with this motor.

Again: The biggest thing is price (what you can afford is the rule).

General FYI stuff:
The heads will match up to the manifold:
IE: LS1 style heads (241, 243, LQ9, 5.3L, trickflow, AFR, Dart, Edelbrock, etc) will match up to the LS1, LS2, or LS6 style manifolds (stock gm, fast, weiand, ported gm, etc).
LS7 style heads need a LS7 style manifold.
L92 heads need a L92 style manifold.
Why: bolt paterns and intake port locations.

Injectors will be specific to the manifold...
LS1, LS6, and Fast LSX used type 1 injectors and have similar fuel rails.
LS2, LS7, and L76 manifolds use type 3 injectors and have similar fuel rails (yeah the LS7/L76 manifold have better injectors compared to the LS2 but they are the same connection type).