LS1 to LS7 swap

[bonesxu1]

I'm sure I'll get my VY ute sorted one of these days just need to make the right decision.
This week I'm thinking of selling the S/C LS1 and fitting a normally aspirated LS7 as it will be better suited for hill climbing and the odd track day.
I was going to change the cam in the LS1 but I think I'd like to treat myself instead.
My question is bar sorting the dry sump side of things out what else will need sorting? Will my ecu be ok? presumably I would need to get a Lingenfelter crank sensor convertor? Any other bits I might need to know about?
At least with my random questions there is something new on the forum to talk about on a weekly basis and one day I'll make my mind up!

[Boosted LS1]

The ls7 is fly by wire so your ecu needs to address this. Your crank converter will deal with the 58T trigger wheel. Does it have provisions for throttle mods?

[stevieturbo]

bonesxu1 said:

I'm sure I'll get my VY ute sorted one of these days just need to make the right decision.
This week I'm thinking of selling the S/C LS1 and fitting a normally aspirated LS7 as it will be better suited for hill climbing and the odd track day.
I was going to change the cam in the LS1 but I think I'd like to treat myself instead.
My question is bar sorting the dry sump side of things out what else will need sorting? Will my ecu be ok? presumably I would need to get a Lingenfelter crank sensor convertor? Any other bits I might need to know about?
At least with my random questions there is something new on the forum to talk about on a weekly basis and one day I'll make my mind up!

Really you would be far better off building a 7.0 if that's what you want, rather than trying to retrofit an actual LS7.
Or just buy a complete built crate motor from the US

[Gelf VXR]

What stevie said, that's my goal, I'm looking to import a LS7 short block from likes of Texas speed with a 24x reluctor and assemble heads and cam and swap out my LS2, keeping all the LS2 sensors etc and PCM, exchange rates are crap right now thou.


ERL performance did offer sleeved LS blocks but announced they will cease very soon.

[stevieturbo]

Gelf VXR said:

What stevie said, that's my goal, I'm looking to import a LS7 short block from likes of Texas speed with a 24x reluctor and assemble heads and cam and swap out my LS2, keeping all the LS2 sensors etc and PCM, exchange rates are crap right now thou.


ERL performance did offer sleeved LS blocks but announced they will cease very soon.

TBH, I wouldnt get obsessed about the 427/7.0 aspect of a new engine.

Whether it's 408, 416 or whatever number....it will still be a good option. The 416 perhaps being easier to achieve with I think it's a standard LS3 block and stroker ? Basically avoiding anything LS7 which just adds cost and complexity for no benefit, and if things need re-done in the future, there is pretty much nowhere to go with an LS7 block.

IMO go for the more future proof block or short motor, and any savings put them into good heads.

It's a pity ERL have went tits up, although I guess it's possible there might be some cheaper sell offs ? Whether they're worth a risk or not with a closing company, not sure I'd gamble on that now.

[bonesxu1]

Boosted LS1 said:

The ls7 is fly by wire so your ecu needs to address this. Your crank converter will deal with the 58T trigger wheel. Does it have provisions for throttle mods?

I am pretty sure it has flyby wire to a box in the engine bay then cables to the throttle body.

[bonesxu1]

I see where your coming from Stevie, I want something that I can rev hence me thinking about LS7's. I have been talking to Kyle who is based next door to Tim Adams race engines and he seams to think the LS7 would be better than an LS3. I have been wondering about the LS7 sump not fitting my VY but I can't seam to find anyone that has done a VY conversion on the net but I'm sure it's not that rarer conversion. My brain is in overload again.

[stevieturbo]

bonesxu1 said:

I see where your coming from Stevie, I want something that I can rev hence me thinking about LS7's. I have been talking to Kyle who is based next door to Tim Adams race engines and he seams to think the LS7 would be better than an LS3. I have been wondering about the LS7 sump not fitting my VY but I can't seam to find anyone that has done a VY conversion on the net but I'm sure it's not that rarer conversion. My brain is in overload again.

I cant think of anything about an actual LS7 in real terms that would make it any better than a similar LS3 based build.

And just how hard do you need to rev it ? Pretty much any will do 7k easily with the right cam/valvetrain.

Once you start aiming much over that you'd need to be spending a bit more.

And exactly what parts for a n/a engine do you currently have ?

[bonesxu1]

stevieturbo said:

I cant think of anything about an actual LS7 in real terms that would make it any better than a similar LS3 based build.

And just how hard do you need to rev it ? Pretty much any will do 7k easily with the right cam/valvetrain.

Once you start aiming much over that you'd need to be spending a bit more.

And exactly what parts for a n/a engine do you currently have ?

As for revs not to sure to be honest, I do like engines that rev but revs kill engines. Vicious circle I suppose. At the mo I don't have any NA bits since not sure what route to go down.

[stevieturbo]

bonesxu1 said:

As for revs not to sure to be honest, I do like engines that rev but revs kill engines. Vicious circle I suppose. At the mo I don't have any NA bits since not sure what route to go down.

No throttle, intake, rails, nothing ?

I would presume you have a throttle. Intake manifold...pretty sure LS7 is specific to that, and then you have the regular LS3 type square/rectangle port.

Likewise LS7 heads fit pretty much only LS7. LS3 type heads...are dime a dozen, intakes plentiful ( even standard LS3 intake is very good )

Chances of needing any more than 7k anyway is very slim.

Keeping capacity around 6.2 will reduce cost a bit, and TBH unless you need more low rpm torque isnt going to have a huge impact on power

But the LS3 based builds can go to 416 dead easy, or 427 at more cost. But pushing to 7.0 takes the bore to it's limit. That means if anything goes wrong the block is likely scrap. Hence sticking with say a 416 makes far more sense.

http://www.thompsonmotorsports.net/index.php?cPath...

[bonesxu1]

stevieturbo said:

No throttle, intake, rails, nothing ?

I would presume you have a throttle. Intake manifold...pretty sure LS7 is specific to that, and then you have the regular LS3 type square/rectangle port.

Likewise LS7 heads fit pretty much only LS7. LS3 type heads...are dime a dozen, intakes plentiful ( even standard LS3 intake is very good )

Chances of needing any more than 7k anyway is very slim.

Keeping capacity around 6.2 will reduce cost a bit, and TBH unless you need more low rpm torque isnt going to have a huge impact on power

But the LS3 based builds can go to 416 dead easy, or 427 at more cost. But pushing to 7.0 takes the bore to it's limit. That means if anything goes wrong the block is likely scrap. Hence sticking with say a 416 makes far more sense.

http://www.thompsonmotorsports.net/index.php?cPath...

Nothing at all except for the Mafless S/charged LS1 sat in the engine bay at the moment. I'm not sure I'd go for an engine from the U.S just in case something went wrong. To save grief I'm thinking maybe I should be rebuilding my LS1 with some forged internals and maybe 12psi pulley setup.

[stevieturbo]

bonesxu1 said:

Nothing at all except for the Mafless S/charged LS1 sat in the engine bay at the moment. I'm not sure I'd go for an engine from the U.S just in case something went wrong. To save grief I'm thinking maybe I should be rebuilding my LS1 with some forged internals and maybe 12psi pulley setup.

I would have no hesiation buying from the US, from the right places.

Or you mentioned someone near that Tim Adams person ? I've no idea how good or bad they are, but surely they could build something ?

But yes, if you're already got a supercharged setup, reverting back to n/a......gotta wonder why really ?

[Gelf VXR]

Maybe you could ask ArnieVXR his thoughts or for a test drive of his NA VR8 he bought of ringram, 440ci I think it is, see how it compares to your SC

I asked Roger about rebuilding stroking and forging my LS2, he advised he can't compete on cost and was reluctant towards stroking because of piston cylinder wear, 7K USD would have bought a forged sleeved ls core short block, I was looking at ERL, they have stopped now to focus on marine applications, there's still RED where ringram got his from, or for the same USD a forged LS7 short block.

[stevieturbo]

Gelf VXR said:

Maybe you could ask ArnieVXR his thoughts or for a test drive of his NA VR8 he bought of ringram, 440ci I think it is, see how it compares to your SC

I asked Roger about rebuilding stroking and forging my LS2, he advised he can't compete on cost and was reluctant towards stroking because of piston cylinder wear, 7K USD would have bought a forged sleeved ls core short block, I was looking at ERL, they have stopped now to focus on marine applications, there's still RED where ringram got his from, or for the same USD a forged LS7 short block.

Thing is, when he already has a good working setup...unless he is able to sell all that to recoup costs to move to n/a, it just seems pointless ?

What are the actual concerns or problems that it's felt the SC setup will not work ?

Given the price of an LS7 crate vs other "crate" options...eg the LS3-376/525 for example at almost half the price. I just cannot see any sense in the LS7, unless you need lots of lower rpm torque from the larger engine

http://www.partsworldperformance.com/ls3-376-525-v...

http://www.partsworldperformance.com/ls7-v8-crate-...

The saving you coould have you change the relevant crank triggers etc, buy any wiring adjustments needed and have the entire thing tuned and still have spare change vs an LS7. If n/a really is something you must have.

[bonesxu1]

I did thinking of the LS376 525 and sell the LS1 but like I say I think I'll get some forged internals for the LS1 and some LS2 heads while I'm at it. I may as well stick with the LS1 so I wont have to start buying trigger wheel converters and wiring adapters etc. Thanks for your input guys.

[ringram]

IMO just get the 454 LSX engine in 24x form. Plug and play.
More power than LS7, stronger and no dry sump to worry about.