Could u basically say the ZL1 comes with a Ls9 motor?

[GM4lyfe]

Originally Posted by Drake Heminger

I know it isn't but it's basically based off of it... Lol

The more reading you do comparing the LSA with the LS9. The only difference they share is the displacement. IF you break it down to the small improvements. The LS9 has forged main caps, forged crank with 9 flywheel mounting holes, different valves, larger head bolts, water pump, cam, LS9 is hand built.

[Drake Heminger]

Originally Posted by GM4lyfe

The more reading you do comparing the LSA with the LS9. The only difference they share is the displacement. IF you break it down to the small improvements. The LS9 has forged main caps, forged crank with 9 flywheel mounting holes, different valves, larger head bolts, water pump, cam, LS9 is hand built.

Thanks!

[GM4lyfe]

Originally Posted by DGthe3

An LSA is an LS9 in the same way that a Camaro is a G8. That is to say, it isn't.

Originally Posted by toilets

Wow really?

They use simular platforms. The Camaro platform is based off the VE(G8)'s Zeta global platform. The Camaro uses the Zeta II platform as the G8 use the Zeta I. You turn them upside down the G8 and the Camaro are the same under side. Except the firewall forward the Camaro is different. Open the hoods of both and it is the same layout. I've driven both and they do "feel" simular.

[DangerZL1]

One of the reasons for using the hypereutectic pistons is they are usually quieter than forged, which fits the more refined image of the Cadillac.

[HumanWiki]

Originally Posted by Happy_Dan

The LSA has pistons? I thought they used the new pistonless technology. Less rotating assembly because the Mustang has 650HP.

Someone's been yanking on your Wankel.



Every time I see LSA written down, I always think LS10 -- but, I'm an IT guy..

[WheelmanSS]

This thread is the crowning achievement of this forum.

Kudos.

[8cd03gro]

No reason to go forged over hypereutectic cast other than knock events which makes hypereutectic more suitable for mild f/i setups and most n/a setups. Forged pistons can be very noisy, especially on cold starts.

[OldScoolCamaro]

Originally Posted by Russell James

Are you talking about LS7's? The rev limit is 7000, and they will run there all day long. The LS9 is 6600. Piston speed and inertia at that rpm is huge. Put a heavier piston in there and you'll never pass the validation OE engines require. Sure you could build a race motor with heavier pistons, but show me it surviving the max load dyno cell validation for a couple days straight max load at 7000 rpm. Most builders that boost the LS7 and use a forged piston then lower the rev limiter down to the 6500/6600 range. Same reasons GM limits the LS9 to 6600.

The Z06 has some specific performance objectives; hp/weight, 0-60... and one of the keys to those is that 7000 rpm ability, another is keeping the weight down... no heavy supercharger...

....max load dyno cell validation? Do you build engines, or read articles...just askin....

[OldScoolCamaro]

Getting off topic a bit, but still within the LS S/C topic and tasty food for thought non the less, here is Lingenfelter's beautifully crafted street weapon, the best of both world's combining a LS7 and a 2300 S/C.....(if you were a 427, wouldn't you like to get blown too?>

"C6 Z06 LS7 2006-2012 > 427 CID LS7 750 HP TVS2300 Supercharged

750 BHP / 721 lbs ft of torque - 93 Octane fuel
See chassis dyno sheet
Package Includes:
- Engine removal, disassembly and inspection
- Lingenfelter CNC ported LS7 cylinder heads
- Lingenfelter multi-angle valve job, cc, surfacing & assembly
- Inconnel heavy duty exhaust valves
- Competition Cams dual valve springs, titanium spring retainers, 10 degree locks
- Forged aluminum pistons pin fit with LS7 titanium connecting rods
- Computer balanced LS7 forged steel crankshaft & rotating assembly
- File fit rings, heavy duty rod & main bearings, head gaskets, head bolts
- Intercooler heat exchanger, coolant pump and reservoir system
- Ported & polished LS7 throttle body
- Magnuson TVS MP2300 supercharger assembly - black powder coat finish
- Lingenfelter designed 10 rib supercharger drive system with ATI harmonic balancer
- Fuel system upgrades and properly sized fuel injectors
- Lingenfelter C6 ZO6 supercharger air intake kit
- Boost by pass system
- LPE SV3 hood professionally painted for exact match
- Professional engine installation, testing & tuning
- Chassis dyno report before & after installation
- Excellent drivability, highway mileage not adversely affected
- Lingenfelter 3 year/ 36,000 mile warranty
- Lingenfelter certificate of authenticity"

[Russell James]

Originally Posted by OldScoolCamaro

....max load dyno cell validation? Do you build engines, or read articles...just askin....

All the OEMs test their powertrains in dyno cells, under maximum loads and RPMS.. by people called Validation Engineers. How do your think they test engines?

But you can build your LS7 with heavy forged pistons if you would like. Just don't expect it to pass the validation testing of max load at 7000 rpm over and over for a couple days in the cell. To find out what does survive validation when boosted, check out the LS9 details. Two different approaches... one is a big bore lightweight rotating assembly spinning to 7000 rpm, the other is a smaller bore, forged piston, boosted engine building it's power lower in the rpm band and rev limited to 6600.

Why doesn't the ZR1 have a blown LS7? Just a guess, but I'd think because they wanted something that would pass the validation testing.

Aftermarket tuners build blown LS7s, but what type of validation do they do? Put one of their engines through an OE test cycle and better keep the oil dry handy. The OE testing takes the engines from stone cold frozen to red hot max loads over and over for days. No way is an aftermarket build with way increased power going to be able to duplicate that kind of test and validation.

[MauriSSio]

Originally Posted by Russell James

All the OEMs test their powertrains in dyno cells, under maximum loads and RPMS.. by people called Validation Engineers. How do your think they test engines?

But you can build your LS7 with heavy forged pistons if you would like. Just don't expect it to pass the validation testing of max load at 7000 rpm over and over for a couple days in the cell. To find out what does survive validation when boosted, check out the LS9 details. Two different approaches... one is a big bore lightweight rotating assembly spinning to 7000 rpm, the other is a smaller bore, forged piston, boosted engine building it's power lower in the rpm band and rev limited to 6600.

Why doesn't the ZR1 have a blown LS7? Just a guess, but I'd think because they wanted something that would pass the validation testing.

Aftermarket tuners build blown LS7s, but what type of validation do they do? Put one of their engines through an OE test cycle and better keep the oil dry handy. The OE testing takes the engines from stone cold frozen to red hot max loads over and over for days. No way is an aftermarket build with way increased power going to be able to duplicate that kind of test and validation.

I still think going with hypers is more of a cost thing. The boss 302 went with forged instead of hypers even though the rpms went way up. That engine isnt even breaking a sweat at over 7500rpm!!

[hairtrigger]

The two reasons that I am aware of for Hypers in the LSA are reduced piston slap which reduces noise,,,,,,,, and cleaner emissions during cold start, preventing unburned rich mixture getting between the rings. This happens solely because of the smaller thermal expansion of the piston from cold to hot compared to a forged piece, allowing a tighter cold piston to wall clearance. The ECU software along with sensor input should keep the more brittle ring lands from breaking from detonation which is always a worry in a high cylinder pressure application like this.
Please remember that this engine was originally built for the Cadillac.

[OldScoolCamaro]

Originally Posted by Russell James

All the OEMs test their powertrains in dyno cells, under maximum loads and RPMS.. by people called Validation Engineers. How do your think they test engines?

But you can build your LS7 with heavy forged pistons if you would like. Just don't expect it to pass the validation testing of max load at 7000 rpm over and over for a couple days in the cell. To find out what does survive validation when boosted, check out the LS9 details. Two different approaches... one is a big bore lightweight rotating assembly spinning to 7000 rpm, the other is a smaller bore, forged piston, boosted engine building it's power lower in the rpm band and rev limited to 6600.

Why doesn't the ZR1 have a blown LS7? Just a guess, but I'd think because they wanted something that would pass the validation testing.

Aftermarket tuners build blown LS7s, but what type of validation do they do? Put one of their engines through an OE test cycle and better keep the oil dry handy. The OE testing takes the engines from stone cold frozen to red hot max loads over and over for days. No way is an aftermarket build with way increased power going to be able to duplicate that kind of test and validation.

Thanks for the internet info bro. BTW Lingenfelters LS7 rocks with forged slugs....with a substantial warranty...not too shabby!

[GM4lyfe]

Originally Posted by Russell James

All the OEMs test their powertrains in dyno cells, under maximum loads and RPMS.. by people called Validation Engineers. How do your think they test engines?

But you can build your LS7 with heavy forged pistons if you would like. Just don't expect it to pass the validation testing of max load at 7000 rpm over and over for a couple days in the cell. To find out what does survive validation when boosted, check out the LS9 details. Two different approaches... one is a big bore lightweight rotating assembly spinning to 7000 rpm, the other is a smaller bore, forged piston, boosted engine building it's power lower in the rpm band and rev limited to 6600.

Why doesn't the ZR1 have a blown LS7? Just a guess, but I'd think because they wanted something that would pass the validation testing.

Aftermarket tuners build blown LS7s, but what type of validation do they do? Put one of their engines through an OE test cycle and better keep the oil dry handy. The OE testing takes the engines from stone cold frozen to red hot max loads over and over for days. No way is an aftermarket build with way increased power going to be able to duplicate that kind of test and validation.

The reason why GM gone with the 6.2 instead of the 7.0 because of the thin cylinder walls. GM always use the smaller displacement motors in the family on fi applications for durability. Look at the sc northstar and turbocharged ecotech. They are not the larger displacement of the engine families.