Improving the LS7 -- How?
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From: Reno, NV
Improving the LS7 -- How? I know it's a little soon and this is guessing, but...
When the LS1/6/2 came out, the question everyone asked was how to make it better. The LS7 is clearly a more advanced platform incorporating a lot of design ideas and components from the C5R and aftermarket. With it's high-strength materials, larger bore and stroke, high-flowing heads, higher RPM, and improved oil system, where do you think there is room for performance enhancements?
In a unrelated thread, someone thought that the intake and heads are way under-utilized and that they will support a much larger cam profile (with a better exhaust).
I receltly read the LS7 specs and am thinking, "forged crank, ti con-rods, and cast pistons?" The piston has to be an item for improvement. Also, I think the red-line is 7200. Do you think it would support 75-7600, if the engine was made into a solid roller? Or, do you think the stock hydraulics can run that fast? What about p&p for the TB/Intake/heads?
What do you think aftermarket manufacturers will come up with and what numbers do you think we'll see from an N/A engine on pump gas? How long before the modified LS7 will surpass a forged, stroked LS2?
When the LS1/6/2 came out, the question everyone asked was how to make it better. The LS7 is clearly a more advanced platform incorporating a lot of design ideas and components from the C5R and aftermarket. With it's high-strength materials, larger bore and stroke, high-flowing heads, higher RPM, and improved oil system, where do you think there is room for performance enhancements?
In a unrelated thread, someone thought that the intake and heads are way under-utilized and that they will support a much larger cam profile (with a better exhaust).
I receltly read the LS7 specs and am thinking, "forged crank, ti con-rods, and cast pistons?" The piston has to be an item for improvement. Also, I think the red-line is 7200. Do you think it would support 75-7600, if the engine was made into a solid roller? Or, do you think the stock hydraulics can run that fast? What about p&p for the TB/Intake/heads?
What do you think aftermarket manufacturers will come up with and what numbers do you think we'll see from an N/A engine on pump gas? How long before the modified LS7 will surpass a forged, stroked LS2?
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Untill it reaches formula 1 spec there will always be room to improve engine design.
If you could talk to the engineers who designed it they could tell you what comprimises they had to make for $$ and that would be your area of focus for improvements.
If you could talk to the engineers who designed it they could tell you what comprimises they had to make for $$ and that would be your area of focus for improvements.
Two simple changes will bring an extra 100 hp to the LS7. A cam swap and exhaust upgrade. The 211/230 121LSA cam is ridiculously small for an engine of this size and the exhaust manifolds (while the best ever from GM) could still be improved upon by some long tube headers with a merge collector.
The Z06 should put out around 440-450 rwhp in stock form. With a cam change and exhaust upgrade, it should be closer to 550 rwhp...fairly easily.
The Z06 should put out around 440-450 rwhp in stock form. With a cam change and exhaust upgrade, it should be closer to 550 rwhp...fairly easily.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
My guess would be.. if alot of the current 427's using ls-x based heads are doing 550rwhp with lesser flowing heads.. well I guess that means you could possilby do over 550rwhp 
Cam.. headers.. Whether or not there is anything left to be gained with the heads/intake will remain to be seen. I imagine there might be a little there port matching, etc.. but whose to say.
I would think solid roller would be necessary for reliable 7600rpm usage, but time may show otherwise with a factory 7200rpm valvetrain.
Peace,
Josh
Cam.. headers.. Whether or not there is anything left to be gained with the heads/intake will remain to be seen. I imagine there might be a little there port matching, etc.. but whose to say.I would think solid roller would be necessary for reliable 7600rpm usage, but time may show otherwise with a factory 7200rpm valvetrain.
Peace,
Josh
The stock cam is a baby cam for that size motor... .591 lift but real mild on duration and LS...a big cam, a good set of headers, and just a polish of the heads should yeild a very significant horse power increase. Those 12 degree heads are great as they come but a little polish would bring a HP gain. With those mods and a good tune you should be in the 575 HP range I would think..
Last edited by slt200mph; Jun 18, 2005 at 12:55 PM.
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My guess is over 600rhwp with a change of the cam and exhaust system
No body returned flow numbers on the intake. I don't doubt this intake/head flown together go over 325 and correct numers ad mid lift. The heads are said to do over 360CFM as they sit.
600rwhp without even touching the heads.
Most of us hope that the heads have enough casting to support 400CFM or close to through porting. JUST because they are cNC'd doesnt mean there isnt meat enough to support more.
No body returned flow numbers on the intake. I don't doubt this intake/head flown together go over 325 and correct numers ad mid lift. The heads are said to do over 360CFM as they sit.
600rwhp without even touching the heads.
Most of us hope that the heads have enough casting to support 400CFM or close to through porting. JUST because they are cNC'd doesnt mean there isnt meat enough to support more.
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Originally Posted by Big-DEN
My guess is over 600rhwp with a change of the cam and exhaust system
No body returned flow numbers on the intake. I don't doubt this intake/head flown together go over 325 and correct numers ad mid lift. The heads are said to do over 360CFM as they sit.
600rwhp without even touching the heads.
Most of us hope that the heads have enough casting to support 400CFM or close to through porting. JUST because they are cNC'd doesnt mean there isnt meat enough to support more.
No body returned flow numbers on the intake. I don't doubt this intake/head flown together go over 325 and correct numers ad mid lift. The heads are said to do over 360CFM as they sit.
600rwhp without even touching the heads.
Most of us hope that the heads have enough casting to support 400CFM or close to through porting. JUST because they are cNC'd doesnt mean there isnt meat enough to support more.
I think that they are a copy of the C6R head without the polishing..12 degree valve angle and all the good stuff..should flow very well
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It would be a sin to mess with the heads. When you look inside the ports and at the seats they are truly amazing especially for a factory job. As for the cnc machining it probably helps with atomisation. I'd leave it well alone.
The ls7 should have forged pistons as cast items will be a limit to higher power levels. I can't understand why they went cast, it must have been to save reciprocating weight and extend engine life. I'm not keen on the dry sump but it will be desireable in some installations. My project will use the luverly ls7 heads but on a darton block and with another plenum.
Mike.
The ls7 should have forged pistons as cast items will be a limit to higher power levels. I can't understand why they went cast, it must have been to save reciprocating weight and extend engine life. I'm not keen on the dry sump but it will be desireable in some installations. My project will use the luverly ls7 heads but on a darton block and with another plenum.
Mike.
No one has mentioned top speed. Chevy says 190 but the stock c6 went 186 so I know the z06 is going to be real close to 200...stock. With the engine mods being mentioned the car will be 220 mph. It will be one of the fastest cars in the world at any price. Pretty neat I think.
Originally Posted by ChucksZ06
No one has mentioned top speed. Chevy says 190 but the stock c6 went 186 so I know the z06 is going to be real close to 200...stock. With the engine mods being mentioned the car will be 220 mph. It will be one of the fastest cars in the world at any price. Pretty neat I think.
Originally Posted by ChucksZ06
No one has mentioned top speed. Chevy says 190 but the stock c6 went 186 so I know the z06 is going to be real close to 200...stock. With the engine mods being mentioned the car will be 220 mph. It will be one of the fastest cars in the world at any price. Pretty neat I think.
As far as mods go, I think we all pretty much see the same potential for this thing - a more aggressive cam, LT's, and tuning for starters. There may be something to be gained by some mild head work - especially on the exhaust side - but as Mike pointed out, these things are awesome for factory heads. Its going to be really fun to see what kind of power cam-only LS7's are putting down here in a little while.
Originally Posted by Patrick G
I don't know...I think it's going to take more than an extra 100-150 hp to raise the Z06's top speed from 200 to 220 mph. That's moving a lot of air.
Everyone's gotta remember that, if the gearing is the same, this engine will reach it's peak and have a pretty flat power curve riiiiight about where these extreme speeds will be in 5th gear
Launching!
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From: Trois-Rivières (Québec / Canada)
Originally Posted by Mike at Boost Performance.co.uk
The ls7 should have forged pistons as cast items will be a limit to higher power levels. I can't understand why they went cast, it must have been to save reciprocating weight and extend engine life. I'm not keen on the dry sump but it will be desireable in some installations. My project will use the luverly ls7 heads but on a darton block and with another plenum.
Mike.
Mike.
I think it will be real interesting to see where the limits of the intake manifold come into play. Besides the durability issues the intake may be a big reason the lift was kept to .591. This is just a guess but I think these heads will flow well into the .800 range, especially with an intake valve this big and a 264 cc port. However, I don't think the intake will let them flow up to that range. Spider or sheetmetal anyone.
