Gen 4 7.0L LS7 motor at SEMA
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That motor looks familiar.
It's too bad they made the car rear wheel drive; I can only imagine the smokey frint drive burnouts that thing could have done.
I wonder if the all forged bottom end will make the production motor? I guess the CR will have be higher than 8.3:1 though. Whatever the LS7 has in it, it'll be a killer swap for anything that came with an LSx motor.
It's too bad they made the car rear wheel drive; I can only imagine the smokey frint drive burnouts that thing could have done.
I wonder if the all forged bottom end will make the production motor? I guess the CR will have be higher than 8.3:1 though. Whatever the LS7 has in it, it'll be a killer swap for anything that came with an LSx motor.
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Gen 4 7.0L LS7 motor at SEMA
I'm VERY surprised nobody has mentioned this yet!
We keep reading rumors of the LS7 being 7.0L, right? Well, one car at the SEMA show HAS THIS MOTOR IN IT!
Jay Leno's 1966 Olds Toronado has a 425cid (6.957L)
http://www.autoweek.com/files/specia.../leno/info.doc
I can't tell my source, but that intake manifold IS the LS7 intake
We keep reading rumors of the LS7 being 7.0L, right? Well, one car at the SEMA show HAS THIS MOTOR IN IT!
Jay Leno's 1966 Olds Toronado has a 425cid (6.957L)
http://www.autoweek.com/files/specia.../leno/info.doc
Two hairdryers, no waiting
Reaching the 1,000-horsepower threshold for the Toronado’s engine was achieved with an intercooled twin-turbocharger system pumping 19 pounds of boost into a GM Performance Parts prototype 425-cubic-inch small-block crate engine. Developed in conjunction with GM Performance Division, the engine uses a modified aluminum block and cylinder heads from the Cadillac CTS-V racing program. They’ve been reconfigured to work as a high-performance street engine – a must for Leno, as he intends to use the Toronado as a daily driver.
Although not currently offered for sale by GM Performance Parts, the high-performance 425 engine serves as a real-world evaluator for potential new products.
“All the basic elements of this engine will soon be available in either the GM Performance Parts catalog or elsewhere in the GM parts system,” said Will Handzel, group manager, GM Performance Parts. “Participating in projects such as Jay’s Toronado gives GMPP the opportunity to ‘clinic’ high-performance combinations and evaluate ideas we might not otherwise would have considered. This engine made 1,000 horses without too much trouble, and it already has us thinking of future crate engine possibilities.”
A GM Performance-spec’d forged steel crankshaft and connecting rods are used on the bottom end of the 425 engine, along with custom forged aluminum pistons. When pushing up toward the CNC-ported aluminum cylinder heads, the pistons deliver an 8.3:1 compression ratio – a relatively low compression ratio required to ward off detonation in a turbocharged engine. The cavernous heads channel the huge volume of air generated by a pair of ball bearing-type turbochargers to the combustion chambers. High-flow GM Racing fuel injectors are used to match the airflow and a GM prototype camshaft actuates the valves – the camshaft is a high-performance item that may just reach production sooner than later.
High, prominent mounting of the turbochargers makes them impossible to miss when the Toronado’s hood is raised. They generate airflow that passes through a pair of intercoolers (mounted behind the radiator) and through a pair of GM mass air meters, where the pressurized air supply merges and enters the engine through a GM Gen IV V-8 90-mm electronically-controlled throttle body and composite intake manifold. A custom exhaust system was fabricated from scratch-built, stainless steel headers and is routed through a custom-fabricated stainless steel exhaust system.
Reaching the 1,000-horsepower threshold for the Toronado’s engine was achieved with an intercooled twin-turbocharger system pumping 19 pounds of boost into a GM Performance Parts prototype 425-cubic-inch small-block crate engine. Developed in conjunction with GM Performance Division, the engine uses a modified aluminum block and cylinder heads from the Cadillac CTS-V racing program. They’ve been reconfigured to work as a high-performance street engine – a must for Leno, as he intends to use the Toronado as a daily driver.
Although not currently offered for sale by GM Performance Parts, the high-performance 425 engine serves as a real-world evaluator for potential new products.
“All the basic elements of this engine will soon be available in either the GM Performance Parts catalog or elsewhere in the GM parts system,” said Will Handzel, group manager, GM Performance Parts. “Participating in projects such as Jay’s Toronado gives GMPP the opportunity to ‘clinic’ high-performance combinations and evaluate ideas we might not otherwise would have considered. This engine made 1,000 horses without too much trouble, and it already has us thinking of future crate engine possibilities.”
A GM Performance-spec’d forged steel crankshaft and connecting rods are used on the bottom end of the 425 engine, along with custom forged aluminum pistons. When pushing up toward the CNC-ported aluminum cylinder heads, the pistons deliver an 8.3:1 compression ratio – a relatively low compression ratio required to ward off detonation in a turbocharged engine. The cavernous heads channel the huge volume of air generated by a pair of ball bearing-type turbochargers to the combustion chambers. High-flow GM Racing fuel injectors are used to match the airflow and a GM prototype camshaft actuates the valves – the camshaft is a high-performance item that may just reach production sooner than later.
High, prominent mounting of the turbochargers makes them impossible to miss when the Toronado’s hood is raised. They generate airflow that passes through a pair of intercoolers (mounted behind the radiator) and through a pair of GM mass air meters, where the pressurized air supply merges and enters the engine through a GM Gen IV V-8 90-mm electronically-controlled throttle body and composite intake manifold. A custom exhaust system was fabricated from scratch-built, stainless steel headers and is routed through a custom-fabricated stainless steel exhaust system.
I can't tell my source, but that intake manifold IS the LS7 intake
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#10
Ack...2nd the peeing pants thing...damn it, hate it when that happens..
I just got home from a few days at the sema show....they ctsv-r was there and man there was a ton of ls1 stuff!
I just got home from a few days at the sema show....they ctsv-r was there and man there was a ton of ls1 stuff!
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To hell with peeing my self I just shat myself please mother of god let this be true I'll have to get really get creative with my reasonig on why I need a ZO6 to the wife... Hmm... and maybe get a second job. What to do with the baby seat aww hell. This is getting complicated.