LS427/570 LS7 from GMPP - Experience or Discussion
11-03-2021, 03:29 PM
#21
Can you spell out this recipe you speak of on the 416? By the time you add in machine shop labor, parts, I am coming up with 10-12K no matter what. I am only looking at the aluminum blocks no iron in my figures. The LS7 has the intake and oil pan that will fit my swap so that hurts the LS3 too having to buy those parts. The LS7 seems like a screaming deal and I happen to love the idea of Ti bits that is bespoke tech most people would give a left nut for. I wonder what the fail ratio of LS7s are in total. We only see the failures. Any guesses on total number of LS7's made then divide by maybe the 200 failures people have posted?
You need stock LS3 heads $600 used
Stock ls3 intake $200 Amazon
Ls3 rails and injectors $200
Fbody oil pan with pickup tube $160 used
Cam kit - $600
Lifters $200
Amazon LS full gasket kit - $200
416 wirh stock ls3 heads will make 530+ rwhp all day.
Add some misc bullshit
Let's just say 8.5 grand .
11-03-2021, 03:35 PM
#22
I'm not really up on the LS7 "issues" as new C6Z06 or new 5th Gen Z28 was out of my reach for a long time. Never trusted the maintenance on either of the pre-owned C6Z06's I test drove.
There are a several C6Z06 owners with 100,000+ miles on their LS7's without any issues. I assumed if the LS7 wasn't beat on regularly on a Road Course Track Day it held up as well as other LS engines.
I thought it was when LS7's are constantly pulling the big revs at track days with multiple sessions and lots of laps where the bad things seem to start happening. Like oil consumption goes up way up, like the track dogs using a quart per day. Then the valve guide wear git started.
The general view sounds like LS7's are only reliable for ~30,000 miles of daily driving and not reliable for drag strip or road course use?
Not arguing just asking.
There are a several C6Z06 owners with 100,000+ miles on their LS7's without any issues. I assumed if the LS7 wasn't beat on regularly on a Road Course Track Day it held up as well as other LS engines.
I thought it was when LS7's are constantly pulling the big revs at track days with multiple sessions and lots of laps where the bad things seem to start happening. Like oil consumption goes up way up, like the track dogs using a quart per day. Then the valve guide wear git started.
The general view sounds like LS7's are only reliable for ~30,000 miles of daily driving and not reliable for drag strip or road course use?
Not arguing just asking.
11-03-2021, 06:11 PM
#23
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Happened to see this when looking at GM Performance Parts etc.Opinions? Experience?
Has the titanium rods, titanium intake valves, cnc'd heads, intake, tb, injectors, coil packs, oil pan mid 12k price. Cam seems a little small but ~500whp is probably a given even with 227/242 cam.
Chevy Performance Parts - LS7 427/570
Has the titanium rods, titanium intake valves, cnc'd heads, intake, tb, injectors, coil packs, oil pan mid 12k price. Cam seems a little small but ~500whp is probably a given even with 227/242 cam.
Chevy Performance Parts - LS7 427/570
PART NO. 19421004
LS427/570 Tech Specs
- Part Number: 19421004
- Engine Type: LS-Series Small-Block V-8
- Displacement (cu. in.): 427 (7.0L)
- Bore x Stroke (in.): 4.125 x 4.000 (101.6 x 92 mm)
- Block (P/N 12602689): Cast aluminum block with 6-bolt, cross-bolted main caps
- Crankshaft (P/N 12611649): Forged steel
- Connecting Rods (P/N 12661677): Forged titanium
- Pistons: Hypereutectic aluminum
- Camshaft Type (P/N 19419859): Hydraulic roller
- Valve Lift (in.): .591 intake/.590 exhaust
- Camshaft Duration (@.050 in.): 227º intake/242º exhaust
- Camshaft Lobe Separation Angle: 116º
- Cylinder Heads: CNC-ported LS7-style ports with 70 cc combustion chambers
- Valve Size (in.): 2.200 titanium intake, 1.610 sodium-filled exhaust
- Compression Ratio: 11.0:1
- Rocker Arms: Investment-cast, roller-bearing trunnion
- Rocker Arm Ratio: 1.8:1 (offset intake)
- Recommended Fuel: Premium pump
- Maximum Recommended RPM: 7000 rpm
- Balanced: Internal
-
11-03-2021, 06:18 PM
#24
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A more important consideration would be whether-
A: They have the Ti intakes CrN coating right,
B: They have the Ti rods CrN coating right, and,
C: They dumped Linimar as the CNC vendor.
A: They have the Ti intakes CrN coating right,
B: They have the Ti rods CrN coating right, and,
C: They dumped Linimar as the CNC vendor.
11-03-2021, 06:24 PM
#25
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It comes with a 24 month 50k mile warranty. The 24 month timeframe kind of sucks for going in a hotrod cruiser, but they're willing to throw a 50k mile warranty on it.
Why do they recommend 15W/50 is probably the biggest question I have? I've never seen that from an LS engine before, and modern engine trends are to put thinner and thinner oil.
I think this engine is an amazing deal when you consider the parts in it. An ls7 block alone is ~$3900. Yes the LS3 is close on peak performance numbers after a cam, but you have 51 less cubic inches, a cast crank, cast rods, pistons without valve reliefs, and while you might hit the same 480-500whp you'll be way down on average power through the rev range.
Plus it is a mf ls7 which will always be a "poster on the wall" level engine for me. Forged crank, forged Ti rods, titanium intakes, the magic 427 cubic inches. You know you've got one of the baddest factory NA engines ever built.
Swap the cam and throw an msd intake on it and you're at 580 whp easy easy and no other modifications needed. With headers and any other intake you're at 525whp with this thing all day and it would "drive like stock" with that camshaft.
Why do they recommend 15W/50 is probably the biggest question I have? I've never seen that from an LS engine before, and modern engine trends are to put thinner and thinner oil.
I think this engine is an amazing deal when you consider the parts in it. An ls7 block alone is ~$3900. Yes the LS3 is close on peak performance numbers after a cam, but you have 51 less cubic inches, a cast crank, cast rods, pistons without valve reliefs, and while you might hit the same 480-500whp you'll be way down on average power through the rev range.
Plus it is a mf ls7 which will always be a "poster on the wall" level engine for me. Forged crank, forged Ti rods, titanium intakes, the magic 427 cubic inches. You know you've got one of the baddest factory NA engines ever built.
Swap the cam and throw an msd intake on it and you're at 580 whp easy easy and no other modifications needed. With headers and any other intake you're at 525whp with this thing all day and it would "drive like stock" with that camshaft.
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Jimbo1367 (01-31-2022)
11-03-2021, 08:44 PM
#26
ModSquad
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Warranty. I laugh every time I see that word here on Tech. Who leaves anything performance oriented alone these days? Serious question. You’ll just end up onboard the GM LS7 lawsuit train, if you expect this to last, if left stock. But you won’t. You’ll get bored with the power and throw an intake and camshaft at it before long. It’s just waaaay to easy to make another 100 hp with the 427 platform.
11-09-2021, 01:18 PM
#27
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99 Black Bird T/A (11-09-2021)
11-09-2021, 01:21 PM
#28
I'm not really up on the LS7 "issues" as new C6Z06 or new 5th Gen Z28 was out of my reach for a long time. Never trusted the maintenance on either of the pre-owned C6Z06's I test drove.
There are a several C6Z06 owners with 100,000+ miles on their LS7's without any issues. I assumed if the LS7 wasn't beat on regularly on a Road Course Track Day it held up as well as other LS engines.
I thought it was when LS7's are constantly pulling the big revs at track days with multiple sessions and lots of laps where the bad things seem to start happening. Like oil consumption goes up way up, like the track dogs using a quart per day. Then the valve guide wear git started.
The general view sounds like LS7's are only reliable for ~30,000 miles of daily driving and not reliable for drag strip or road course use?
Not arguing just asking.
There are a several C6Z06 owners with 100,000+ miles on their LS7's without any issues. I assumed if the LS7 wasn't beat on regularly on a Road Course Track Day it held up as well as other LS engines.
I thought it was when LS7's are constantly pulling the big revs at track days with multiple sessions and lots of laps where the bad things seem to start happening. Like oil consumption goes up way up, like the track dogs using a quart per day. Then the valve guide wear git started.
The general view sounds like LS7's are only reliable for ~30,000 miles of daily driving and not reliable for drag strip or road course use?
Not arguing just asking.
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99 Black Bird T/A (11-09-2021)
11-09-2021, 05:15 PM
#30
11 Second Club
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Stock LS3 intake and heads on a 416 putting down 530 rwhp in what though? I certainly wouldn't see that in my car which has an LSX 427 with Brodix BR7's, LSXr 102, NW 102, 2" KOOKS with their 3" off-road exhaust.
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G Atsma (11-29-2021)
11-29-2021, 09:52 AM
#33
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01-30-2022, 09:57 AM
#35
As long aftermarket parts are available, LS7 architecture will stay alive.
LS7 blocks are still available, probably not for long.
Darton sleeved gen IV blocks are better foundation to build LS7-style engine anyway.
Same for aftermarket heads.
LS7 blocks are still available, probably not for long.
Darton sleeved gen IV blocks are better foundation to build LS7-style engine anyway.
Same for aftermarket heads.
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01CamaroSSTx (01-30-2022)
01-30-2022, 06:25 PM
#37
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It will EASILY make 500 at the wheels! When I ran my bone stock crate motor 505HP rated LS7 in my Monte SS ~15 years ago it laid down 487 RWHP with just headers and full exhaust....I can't see many people swaping in the LS427/5760 and not using full length headers! Case closed!
01-30-2022, 06:28 PM
#38
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It will EASILY make 500 at the wheels! When I ran my bone stock crate motor 505HP rated LS7 in my Monte SS ~15 years ago it laid down 487 RWHP with just headers and full exhaust....I can't see many people swaping in the LS427/5760 and not using full length headers! Case closed!
01-30-2022, 06:47 PM
#39
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https://ls1tech.com/forums/dynamomet...yno-pulls.html
It definitely takes more than a crate LS7 with 505 fwhp to reach 500 at the tire. I don't even think its possible with an M6 running an aluminum driveshaft and a 10 bolt.
It definitely takes more than a crate LS7 with 505 fwhp to reach 500 at the tire. I don't even think its possible with an M6 running an aluminum driveshaft and a 10 bolt.
01-30-2022, 07:14 PM
#40
TECH Senior Member
https://ls1tech.com/forums/dynamomet...yno-pulls.html
It definitely takes more than a crate LS7 with 505 fwhp to reach 500 at the tire. I don't even think its possible with an M6 running an aluminum driveshaft and a 10 bolt.
It definitely takes more than a crate LS7 with 505 fwhp to reach 500 at the tire. I don't even think its possible with an M6 running an aluminum driveshaft and a 10 bolt.
