Teaser PICs!!! 427ci. LS1 Build
11-24-2005 | 11:17 AM
#21
Originally Posted by ramairws6
I was just waundering if those pistons will have enough valve relief in them for the new LS7 heads you are refering to? At the 11 degrees these heads are at I was told that the piston company's are still working on a design for these heads other then the stock LS7 pistons, which as we all know are cast. Just checking because I am working on a build right now sort of along the same lines as you, and I have been trying to sort out some of the problem issues of mating LS7 parts with LS1 parts. I decided to stick with my stock PCM in my Trans Am and really try to build this thing around all of that to make it work! Great stuff!! 
Jason
Jason
11-24-2005 | 11:38 AM
#22
8 Second Club
Joined: May 2002
Posts: 1,043
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From: Toronto
Originally Posted by Beast96Z
Wiesco has has a ET performance 11 degree casting that is being scanned as we speak. This should convert over to the LS-7 stuff as well because the ET head that was sent was a 265cc with the offset intake valve. Should mate up just right with an LS-7 head. As for Mike's pistons, he may need to see about having the intake valve relief enlarged for the 2.200 intake valve. Although he would have to be running a hell of a camshaft in order to even think about needing the reliefs. You gain major clearence with the 11 degree head.
11-24-2005 | 12:06 PM
#23
Yeah... LS1 to LS7 compatiability still has me worried in some areas. I don't plan on getting too large of a cam. It needs to be somewhat stealthy for the CA law enforcement, but also provide huge power, as the motor is going to be NA. I am holding off buying LS7 heads for a few months to see how other people do with them. If they turn out not to work, I may just get some Patriot LS6 Stg III and send them off to be worked. I still haven't heard anything about the LS7 springs, retainers, and locks. I am interested to see if they can hold up some stainless valves instead of the titaium and sodium filled LS7 valves ($$$). This motor isn't going to be a super high RPM motor, probably stay under 6500 most of the time.
11-24-2005 | 01:09 PM
#25
sweet I was going to build a similar setup except with a wetsleeved larger bore block with the new darton 4.200 sleeves with a finish bore of 4.185 to save room for a rebuild from steve at race engine developement. I decided to **** smog and go with a forged 347 with the new HI FLOW single turbo should make more power than any 427 ls7 headed motor and cost the same. The ls7 heads should work you just need the ls7 rocker arms which are very affordable! A NW throttle body will work on the ls7 intake manifold. Should make around 600 rwhp when its all said and done with the new heads and intake. I would talk to ED CURTIS for a custom cam he grinds THE BEST cams out there and he will grind you whatever you want. He was going to grind me a cam for my big bore superstroker and the cam would pass the sniffer here in CA and still make big power across the board. He is over at flow tech induction. He is the cam man. Do yourself a favor and call him up. IMHO. Good luck with the build and I hope everything works as a fine package!.
11-24-2005 | 01:20 PM
#26
Oh I think I remember hearing somewhere that ls1 springs retainers and locks will fit ls7 we sure hope at least. I would call ETP they know a lot about the ls7 heads and their compatability.
11-24-2005 | 06:40 PM
#27
Originally Posted by vmax1500
I wonder how much power a 427 LS2 with ET's LS7 style heads and GM's LS7 intake/NW 90MM TB along with an agressive hydraulic cam would make @ 11.5CR...
11-24-2005 | 07:25 PM
#28
That's funny.....I was told the NW throttlebody wouldn't quite work with the LS7 intake for some reason or another?I heard the NW was sent an LS7 intake to work out the issues. Anyhow,I don't know if anyone had seen my post in the LS7 section but I did mate my old TPIS 90 mm throttlebody up to the new LS7 intake with very little issues. A little tweeking here and there and good to go!
11-24-2005 | 09:09 PM
#29
Originally Posted by Ferocity02
Here are a few pic I have. They are just pictures of parts at this point. The small-block is ready to be balanced, blueprinted, and assembled. The white-balance was off on the camera for most of the pics, so they have an orangish tint. All of the parts except for the crank came from Jason (Beast96Z). The crank came from Erik at HPE. Estimated completion is July 2006.
- Katech Resleeved LS1 Block, 4.125" Finished Bore, Seasoned, Vaccum Impregnated, Clearenced
- Eagle 4340 Forged/Heat Treated 4.00" Stroke Crankshaft
- Lunati Pro-Mod 4340 Rods, 6.125"
- Diamond Custom Forged Aluminum Pistons, -10cc Dish w/ Valve Reliefs
- Diamond Piston Rings
- Clevite Main Bearings
- Federal Mogul Connecting Rod Bearings
- Katech Main Caps
- ARP Main Studs
- ARP Connecting Rod Bolts
- GM LS7 Heads, milled .030
- Ferrea Stainless Valves
- Patriot Performance Gold Dual Valve Springs
- Patriot Performance Titanium Retainers
- ARP Head Studs
- Comp-R or Morel Lifters
- Thunder Racing Hardened Chrome-Moly Pushrods
- Ported LS6 Oil Pump
- Rollermaster Heat-Treated Double Roller Timing Set
- Cam = 25x/25x Duration, 0.6xx Lift, 112 LSA
- GM LS7 Composite Intake Manifold
- GM LS7 Fuel Rails
- Cometic MLS Head Gaskets
- LS6 PCV Conversion
- 11.5:1 Compression Ratio Goal
Yeah right...
I left the crank in the bag so it wouldn't rust as it sat in the garage.
- Katech Resleeved LS1 Block, 4.125" Finished Bore, Seasoned, Vaccum Impregnated, Clearenced
- Eagle 4340 Forged/Heat Treated 4.00" Stroke Crankshaft
- Lunati Pro-Mod 4340 Rods, 6.125"
- Diamond Custom Forged Aluminum Pistons, -10cc Dish w/ Valve Reliefs
- Diamond Piston Rings
- Clevite Main Bearings
- Federal Mogul Connecting Rod Bearings
- Katech Main Caps
- ARP Main Studs
- ARP Connecting Rod Bolts
- GM LS7 Heads, milled .030
- Ferrea Stainless Valves
- Patriot Performance Gold Dual Valve Springs
- Patriot Performance Titanium Retainers
- ARP Head Studs
- Comp-R or Morel Lifters
- Thunder Racing Hardened Chrome-Moly Pushrods
- Ported LS6 Oil Pump
- Rollermaster Heat-Treated Double Roller Timing Set
- Cam = 25x/25x Duration, 0.6xx Lift, 112 LSA
- GM LS7 Composite Intake Manifold
- GM LS7 Fuel Rails
- Cometic MLS Head Gaskets
- LS6 PCV Conversion
- 11.5:1 Compression Ratio Goal
Yeah right...
I left the crank in the bag so it wouldn't rust as it sat in the garage.
Very nice. Congrats!
