[78 GHOST]

I'm a little late to this party, but..

wouldn't a dry sump solve a lot of problems (at a large cost.)

I noticed the LS7 available for around $13K. All the dry sump crap adds another $2000+. You'd be well past your budget, but 505 HP would be really kewl.

Nice project Bart!

[b-man]

Originally Posted by 78 GHOST

I'm a little late to this party, but..

wouldn't a dry sump solve a lot of problems (at a large cost.)

I noticed the LS7 available for around $13K. All the dry sump crap adds another $2000+. You'd be well past your budget, but 505 HP would be really kewl.

Nice project Bart!

The LS7 is over twice the cost of the LS3 as you know. Both use the same heads, with the LS7 having them CNC ported for about another 20 cfm of flow along with some lighter valves.

The Autokraft oil pan already has road race baffling built right in, and the sump shape solves any engine to chassis fitment problem. Done deal, I'm already signed up. No way will my Tempest corner hard enough to need the dry sump oiling system, not that I wouldn't want it.

It's pretty easy to add another 75 to 100 HP to the LS3, it could be done for a grand or two. A set of headers brings it right up to 450-460 HP, keeping the mild (fuel efficient) stock 204/211 cam. The LS3 is simply the performance bargain of the decade in my eyes.

$6200 buys you an all-aluminum V8 engine (about 430 pounds total weight I'm pretty sure) with port EFI, big-time head airflow, a hydraulic roller cam and rockers, a lightweight heat-rejecting tuned intake, and more. You couldn't even purchase a bare aluminum aftermarket Pontiac block for the entire price of this engine.

It's all economics, I'll be getting the biggest bang for my performance dollar here. The engine makes great power, and is far lighter than any aluminum-headed iron-block Pontiac engine. Makes the car handle, a must-have for me.

Pulled the Tempest out of the garage after spending half the weekend cleaning up and making some room to work, it's on.

[Lemans64]

Are u gonna change out the front springs or just cut a coil, the weight diff of the engine should make it sit high?? I used the stock replacements in mine, but have SBC and had to cut 1 coil off to get the upper control arms off the rubber stops. just another though for the process. LOL.

Rick

[b-man]

Originally Posted by Lemans64

Are u gonna change out the front springs or just cut a coil, the weight diff of the engine should make it sit high?? I used the stock replacements in mine, but have SBC and had to cut 1 coil off to get the upper control arms off the rubber stops. just another though for the process. LOL.

Rick

I already have another set of Global West front springs that have been cut down, I'll put them in to replace the H-O Racing springs that are in there now. I'll almost certainly need to trim them down even more.

Originally Posted by 78 GHOST

Bart, doesn't this engine come with a 2 year 24,000 mile warranty? Frankly I think this is one of the coolest ideas in a long time.

The LS3 crate engine does come with a 24 month warranty.

Originally Posted by andrewb70

Just to clarify, the LS7 heads and the LS3 heads are different. Some noticeable differences are valve angle, and intake port shape. The LS7 heads also use huge 2.25" titanium intake valves and 1.8:1 rockers, compared to the LS3/L92 2.16" intake and 1.7:1 rockers.

Andrew

Guess I was confusing the LS3 heads with the L92 heads.

Man, is that LS7 ever something special!

I'm still learning.

Get a chance to measure your headers yet?

[andrewb70]

Originally Posted by b-man

......

Get a chance to measure your headers yet?

Here you go. From the frame rail to the bottom of the header is about 2.25" on the driver's side. From the bellhousing to the end of the collector it is about 12", again on the driver's side.

You should also give Jeff Schwartz a call. I talked to him a couple of days ago and he has some LS7 cams for sale.

Andrew

[b-man]

Originally Posted by andrewb70

Here you go. From the frame rail to the bottom of the header is about 2.25" on the driver's side. From the bellhousing to the end of the collector it is about 12", again on the driver's side.

You should also give Jeff Schwartz a call. I talked to him a couple of days ago and he has some LS7 cams for sale.

Andrew

Thanks.

Just now ordered my Edelbrock headers and engine mount adapters, Energy Suspension urethane mounts and Griffin universal 24" X 19" aluminum crossflow radiator.

I'll get in touch with Jeff and see how much he wants for the LS7 cam.

Bart

[jimmy-ny]

Originally Posted by andrewb70

You should also give Jeff Schwartz a call.

Bart - use the Schwartz ("Spaceballs")

Couldn't help myself. But this thread is incredible. Good luck with the project. I remember seeing Andrew's GTO a few years back and when I first picked up my Tempest, an LSx possibility was definitely my plan at some future date.

Jimmy

[Overkillphil]

I'm still salivating over those pics of the white Tempest! 2 door post, off white, and dog dish covers coupled with a real nice stance.

That's an excellent candidate for an LS swap!

[andrewb70]

Originally Posted by b-man

I already have another set of Global West front springs that have been cut down, I'll put them to replace the H-O Racing springs that are in there now. I'll almost certainly need to trim them down even more.


.......

What's wrong with the H-O springs that you already have? As I recall they have a rate of 450lb/inch. Should be perfect. You may have to trim them, but the rate should be good.

Andrew

[b-man]

Originally Posted by andrewb70

What's wrong with the H-O springs that you already have? As I recall they have a rate of 450lb/inch. Should be perfect. You may have to trim them, but the rate should be good.

Andrew

Figured I might try the set here that's already been cut first. The H-O springs are still fine.

Bart

Originally Posted by TheMonkey

i'm not sure anyone would say that the LS7 is anything but a phenom. sick sick sick.

if you are talking about the recent HRM article where they thrashed through a bunch of GM crate motors through the yellow '69 chevelle? IIRC, they made a specific comment about the LS3 only 75 less horsepower than LS7 for half the price. ...would make that last 75 hp cost about $6,500.

I saw that artice and it convinced me to get started. The LSX engine family is pretty much the cream of emissions-friendly and fuel-efficient V8 street performance engines. The fact that the all-aluminum versions are easily 1/3 lighter than most any iron V8 is just the icing on the cake.

The 505 HP 7.0 LS7-powered Z06 'vette is rated at 14/24 city/highway, the standard 430/436 HP 6.2 LS3 'vette is rated 16/26.

Pretty incredible, 11 and 12-second cars that can get such good fuel economy.

Even the lowly 325 HP 5.7 LS1 in my '02 WS6 automatic runs mid to low 13s without even trying hard. It's bone stock, all the way down to the cast iron exhaust manifolds, 2-1/4" headpipes off the cats joining into a 2-3/4" single exhaust pipe. Regularly gets 18 in the city, 26-27 highway.