JPVeilsideRX7

I used to own camaro that made 800rwhp but I crashed it and totalled the car. I just bought an RX-7 and I am planing to put an LS1 in it. I still have the LS1 my camaro had and it is in perfect condition but it is extremely modified with a turbocharger and I dont know if it could screw up the almost 50/50 balance of the car. Can the car handle this type of horsepower or will it fall apart and what modification should be done to the car so it can handle this power?

No_Rotor_RX7

DO IT.. don't fuggin worry about the 50/50. with that kind of power you only need to be drag racing anyways hahaha. it will fit, i had a gt42 on a 350sbc in a 1st gen rx7 so your good to go

you may need to relocate the turbo tho.

JWteknix

iTrader: (2)

dud where are in jersey i wana check this out it if ever gets done

HRforsale

It won't mess up the 50/50 with a N/A Ls1. A n/a ls1 is only about 50 lbs heavier than the rotary turbo setup. I don't know what your turbo kit for your ls1 weighs though.

Your going to break pieces of your rearend. There's a dude on this site selling mods for a 8.8 ford diff mount. If your just going to drag race then you could just swap a straight axle under it.

TurboLumpy

gave up on the viper motor eh?

Learn_not2burn

50/50 weight balance is over rated. I know a bunch of guys that build World Challenge and ALMS cars and they all told me it isn't as imported as people think it is.

JPVeilsideRX7

gave up on the viper motor eh?

Yea I did it sounded stupid from the start I just wanted to see maybe someone already did it and I wanted to know if I could or if it was even possible

2MCHPWR

iTrader: (2)

where in nj are you. come see mine if you want to see what will fit.

JPVeilsideRX7

What about an LS7 swap supposably the LS1 is similar in design and is more efficient.

KaoticFdR1

check out Jimlab's legendary long thread...

digitalsolo

iTrader: (2)

Minus the dry sump the LS7 will fit fine (have to swap to wet sump and F-Body oil pan, and machine the crank snout slightly), using existing mounting equipment. With some fabrication and/or Jimlab's cradle, it can fit with dry sump (though you need to take care of the lines, which isn't too big of a deal, relatively speaking).

14K up front is a lot of cash for the output of the motor though. A lot less money can be spent to make the same power with (agruably) the same reliability. It just depends on the person whether or not that engine is worth the up front costs.

gnx7

iTrader: (10)

I would doubt that your existing hot parts (turbo manifolds) and/or plumbing would fit out of the box. There will definately be some fabrication involved.

Where there is a will... there is a way. If it were me I would move the engine back 4-6"+ to make fitting the turbo setup easier if you must run one. The FD engine bay is cramped and trying to make a turbo fit will be a challenge without moving it back and cutting the firewall. Remember that cutting into your firewall will require additional safety items to pass NHRA rules.

Are you aware that a stock LS1 shortblock with nice ported heads (ie AFR 205's) and cam in the 230 duration will run high 10's@125-130mph n/a with LS6 intake and long tube headers? Add some nitrous and you can dip into the 9's with an M6. There is a guy on torquecentral with a stock LS1/AFR heads/stealth cam/nitrous/4L60E (Aram) who just ran 9.9x@134mph+ with very budget friendly combo.

A 402/416 stroker (LS2/L92 block with 4" stroker crank) will run easy mid/low 10's@135mph+. Add some nitrous and you can easily run 9's with an M6.

How fast do you want to go? Is the car an automatic or M6?

I hope to run 140mph n/a with my dry sump LS7 setup and 150mph+ with a splash of nitrous on a road race oriented M6 car.

JPVeilsideRX7

wait your doing an LS7 setup. I was thinking about doing an LS7 swap but I thought it would cost a lot less to use my LS1 from my camaro and yes I do want to run low 9 or high 8s.

Nihilanthic

IF you wanna go for the most of your bang/buck, get a LQ4/LQ9 and use L92 heads.

Don't bother with a LS7... honestly. Waste of money! L92 headed 6 liter blocks with a cam, tune, and enough injector to fuel the fire can make 500 hp BEFORE 6000 RPMS. LS7 is rated at 500 hp with another liter of displacement!

330 cfm, $1K for a pair of assembled heads, and they just happen to be the as-cast version of the LS7 head anyway. haw haw.

At any rate, a guy is running a mid 10 on a LS1 with AFR heads, unmilled, and a CheaTR cam... through a crappy crush bent y pipe exhaust! 150 shot and hes in the 9s... haha.

You could go faster without trying too hard with the MOTOR, you just need to get your rubber worked out, and possibly your drivetrain if you push past the low 10s/high 9s... that poor T-II rear end can only go SO far.

KaoticFdR1

i have a kaaz 1.5 way comin

digitalsolo

iTrader: (2)

Nope. L92 heads are rejects from the beginning of the LS7 program, when they were still experimenting with bore sizes. They have different sized valves, chambers, and ports, all designed for a smaller (technically 4.065") bore. That's not to say they're not excellent heads, but they are not anything LS7, the ports are in different locations.

Oh, and it's quite a bit less then 1000 for a stock set of assembled heads, I have less then that in my L92 heads + AFR dual valve springs + Titanium retainers + upgraded locks + seats/seals.

LS7 heads require a ~4.125 bore for proper clearance and flow, L92s require 4.00 (but really need at least 4.030) to behave as intended.

jimlab

The LS7 is underrated at 505 horsepower and can make more than 600 horsepower with just a cam change. It also has lightweight Ti valves and rods that will allow it to rev a bit faster and turn more rpm than a clone. And finally, it has a dry sump oiling system ideal for road racing. It's well worth the $12,500 that most vendors are charging, assuming you can find one in stock.

While you can make as much horsepower with an LS2 with L92 heads, you will trade some driveability by having to resort to a more aggressive cam, and you will be maxing out the heads and engine unless you plan to resort to nitrous or forced induction. The LS7 has more room to grow, with heads that could support 750 or more horsepower naturally aspirated without further porting.

I wouldn't call them rejects. Before GM made the decision that the way to make the power they wanted for the new Z06 involved more displacement, the L92 heads were the key to the next iteration of the LSx family. The LS7 heads simply took that a bit farther with intake ports closer to the C5-R racing heads and larger valves made possible by the bigger bore.

Any head that can flow 330+ cfm out of the box as cast and fully assembled for about $400 each is not a reject.

digitalsolo

iTrader: (2)

Yeah, in retrospect, I phrased that poorly. I meant, they were part of the rejected (better put, redesigned) initial C6 Z06 engine designs, which were handed down for truck use when they decided to bump up to the 4.125 bores.

I have much love for the L92s, and hopefully I'll have some good dyno numbers from my setup in the near future. If I can ever get out of the office anyway.

Have you been considering an L92 setup Jim? Or still sticking LS7 based? LSX block maybe? So many Gen III/IV innovations recently.

jimlab

Including the GM LSX iron block with an optional 6-studs per cylinder and Dart's new CNC'd billet LS1 block.

digitalsolo

iTrader: (2)

CNC'd billet block? I didn't know about that one. That probably costs more then a buffalo nickel.

jimlab

Brand new, not even listed on their site yet.

$6k is the price I heard, and rumor is that it will allow displacement in the 500 CID range because the water jackets are very compact, leaving a massive amount of material around the bores. As a billet block, it will also be much stronger than any cast block, like the World Products Warhawk.

digitalsolo

iTrader: (2)

Wow, 6K is less cash then I expected for it.

500 CI on stock deck height or a tall deck?

jimlab

No details yet, although typically Dart offers both versions. A 4.25" maximum bore with stock deck height would get you the following...

Stroke - Displacement
4.000" - 454 CID
4.125" - 468 CID
4.250" - 482 CID
4.375" - 496 CID
4.500" - 510 CID

The only real concern with a standard deck height would be rod length and/or compression height, but you're not going to turn an engine like this over ~6,500 rpm anyway.

Crash Test Joey

iTrader: (1)

And unless your last name is Force, who would need to?