454 cubic inch LS7 block...... + new 12-deg heads

[Injuneer]

World Products appears to have faith in the future of the GM Gen III engines.... they are now offering (from their advertisement in National Dragster):

Warhawk LS7X Block:
-454ci capability
-improved main bearing priority oiling system
-mounts to LSx or conventional SBC motor mounts
-dry sump capable
-Billet steel CR-5 style main caps
-Provisions for 2 extra head studs per cylinder
-9.240" and 9.800" deck heights
-4.000" or 4.125" bore with 0.100" dry sleeves
-crankcase clears 4.250" stroke cranks
-all LSx components direct bolt-on
-priced 35% below a C5-R block (making it about $4,000).

Warhawk LS7X 12* Heads:
-Upgrades over both C5-R and LS7 heads
-2 extra studs per cylinder
-255cc intake runners, 64 and 72 cc C5-R style chambers
-12* rocker stud angle to match valves
-valve covers raised 0.600" to clear virtually any valve train
-LS7 intake manifold compatibility
-C5-R style exhaust ports
-2.200" I/1.600" E valves
-12* valve angle, using all standard LS7 valve train components
-366-T6 aluminum with 0.750" deck.

As if the LSx family of engines doesn't already have a ton of performance stuff available..... there's going to be some mind-bending power made with these parts. And without the Gen III's inherent problems of oiling and keeping the heads on the block!!!

[TraceZ]

I want so badly to see a black 2002 WS6 with that block, bored and stroked to 454CI with those heads, T56, 12bolt rear and 315 rear tires.

Lets say 550 N/A rwhp with such tame drivability you could give the keys to your mother and let her drive it to church.

Assuming mom can drive stick.

[94Z/28]

Man with that many cubes and those heads that thing would make unreal power, 550 would be easy. Hot Rod cover this month LS7 cam swap, headers, and a carb made 600.

[TraceZ]

Man with that many cubes and those heads that thing would make unreal power, 550 would be easy. Hot Rod cover this month LS7 cam swap, headers, and a carb made 600.

I was thinking 550 in a "stock" configuration for maximum dependability and drivability. But yeah, start adding stuff like headers and a more aggresive cam and get much higher numbers!

[fastTa]

Here are some pictures of the Warhawk rough castings from the Performance Racing Industry Convention 2005:







New Wilson Billet LS1 Intake:



This is supposed to be another hot head (no pun intended):



How about a 16 cylinder LSx?



The rest of the pics from PRI:

http://www.ls1tech.com/PRI_2005/index.htm

[Kevin - Blown 95 TA]

Man, I am so jealous. The forged 383 I'm building just sounds like a piece of ancient garbage compared to that setup I think it would end up being a very high buck build, though, when you add up all the parts needed to turn it into an engine.

[Joe 1320]

I would like to see some boost on that setup.

[fastTa]

Race-Prep Performance Engineering Inc. and SDPC are now selling 500ci LSx longblocks. They have not tested running FI on these so far, but I would suspect that due to the thin cylinder wall thickness it would not like FI too much.

This WP LS7X block seems to be the ticket for a big cube LSx application. And at half the cost of the C5R block and a set of the Warhawk fully assembled heads running only $2,270......not bad at all relatively speaking.

[roastm]

LOOKS LIKE I FOUND MY NEW ENGINE

[LORDVADER]

Injuneer:

Would you tell us newbies about the oiling problems of Gen III engines?

Thanks a lot.

Lordvader.

[fastTa]

Injuneer:

Would you tell us newbies about the oiling problems of Gen III engines?

Thanks a lot.

Lordvader.

The early LS1's (97-98's) had an oiling issue that was caused mainly by excessive crankcase windage. They also had a problem with the relief valve spring failing and sticking open causing erratic pressures and a loss of pressure. This is why you see alot of people taking advantage of changing to a ported and shimmed LS6 oil pump when they have the front end apart to do a cam swap. I believe in late 2000, GM re-designed the factory pump and it seemed to work well.

LS1's are slightly different in regards to their oll distribution throughout the oil galley as compared to a SBC or LT1. LS1's send oil from the front mounted pump to the cam bearings and main bearings simultaneously. SBC's and LT1's send the oil to the cam bearings first then the mains.

From GM: "Due LS1's deep-skirted block, six-bolt main bearing caps and a higher oil level that goes with a shallower oil pan effectively divided the crankcase into four distinct "bays". The early LS1 (97-98) blocks did not allow for an efficient transfer of air between bays as the pistons moved in their bores. At upper RPM's, the turbulence caused by this absence of pressure relief aerated or "foamed" the oil. This problem also restricted oil drain-back from the upper end of the motor. The combination of oil "foaming" and poor drainback restricted the oil supply.

GM knew this was a problem and they addresed it by making some changes to the block. They drilled strategic holes into the "bay" walls, designed a complex oil pan that incorporated sump extensions, modified extensive baffling and revised trap doors. GM also decided to increase the oil capacity from 4 to 6 quarts. A dry sump oil system for the LS1 was considered for production, but it never made it past the drawing board stage due to cost concerns and low cold oil temps during warm-up.

The 99 and up blocks I believe had these bay holes cast in instead of drilled, and they were larger.

There were also a few TSB's regarding oil consumption in the 99-01 LS1 and LS6's. The cause was thought to be a bad design on the 2nd ring. The TSB called for replacement of the 2nd rings only, and not the the number 1 compression ring and the upper and lower oil expander rails. This is because these are the forefront in oil control and compression and they have already been worn in to the specific cylinder bores that they were in. The new number 2nd ring wass made with a very sharp edge so that it would break in quickly.

Specifically on the LS6's, the engine has a unique aluminum valley cover that has composite oil separating baffles and PCV plumbing incorporated. In some cases, the PCV baffle may not be properly sealed to the valley cover, causing oil to enter the PCV system. Lot's of people found it useful to install an oil separator or "catch can" in between the PCV valve and manifold.

[Injuneer]

More Gen III goodies, this time from the factory (at least according to GM High-Tech magazine)...... heads for the new L92 engine (soon to be released 6.2L/376ci in the Cadillac Escalade and Chevy Tahoe - variable valve timing, 32-bit ECM). Reportedly designed from the LS7 databank, these heads are supposed to flow 280cfm @ 0.400 and over 350cfm @ 0.600 with some port work. Will not fit the LS1 engines, due to their smaller bore, but they will work on the LS2's.

[Kevin - Blown 95 TA]

feeling more & more left behind...