Argue all you want guys but the fact is there is no replacement for displacement hence the Z06 will spank our Z any day of the week. If you mention turbo then fine, strap a turbo onto the Vette with the same boost and you lose again. The numbers speak for themselves.

If you want effciency, get a Prius or a bike.....

 

Yea since combustion chamber volume is the only thing that determines how an engine breathes at high RPM. Stupid engineers focusing on cam profiles, port and intake manifold design etc. are wasting their time!!

 

Stock 350z's dyno at most 220whp on our Dyno Dynamics. After 7psi TT install, we usually get about 350-370whp tops. That is only a 130-150whp increase. Also keep in mind, this Z06 kit is running TWO GT35's and flowing much greater mass air at 7psi, when compared to a Greddy or APS TT kit at 7psi.

 

miamimax96,
of course all that stuff comes into play, it's the combination of everything together that makes a good setup what it is. The LS engines can partly do things like that because there's 8 cylinders to fire instead of 6. That has a pretty big effect on the cam profile too. So there isn't as much delay waiting for the next cylinder to fire at such low rpms. Then the big displacement naturally can suck in more air at low rpms than a small liter engine.

it is however, barely able to rev to 7000 rpms, but incredible that it can. Having to use titanium for the rods is a bit on the extreme side, but that's what they had to do to get 7000 rpms to happen reliably. The only other V8 production engines that can go 7000 or more rpms are much lower displacement with shorter rods and smaller cylinder bores

what is it you want me to say exactly? The LS series engine is a great setup, I never said otherwise
what's with the attitude BTW?
I don't think i ever really disagreed with you

 

+1 Also on double the displacement 7.0L, that car will make crazy power na let alone FI

 

If it was that simple, all big V8's would get good gas mileage.

 

itd be like running 2 VQs with the aps single on each in one Z body, LOLz.

 

didn't say it was simple, there's a lot of things at work with the engineering

thought we were talking about low rpm power and gas mileage, not how easy it is to make a V8 setup efficient

 

????

I'm perplexed by some of these statements. I seriously don't know where to begin.

 

show me a production V8, not a race engine in a consumer bought car that has 7 or more liters of displacement that does 7000 rpms or higher...and I'll shut up
the titanium rods were needed for the strength and weight savings to do 7000 rpms. Lightweight things can move faster you see


curious what your take is on why you think the bugati veyron is only 8 liters and not a hell of a lot bigger for having twice the cylinders and unlimited budget and not too worried about the weight being heavy since it's a pretty heavy car as is ...why "only" 8 liters to be distrubuted among 16 cylinders?

 

FACT: A pushrod motors' port configuration promotes a more efficient burn at lower engine speeds.

FACT: A pushrod configuration is more simple and efficient mechanically.



It's on this basis that you will never see a comparably-sized DOHC V8 come close to the MPG that an LS-series can get. This was/is my point.

 

I can agree with that, just like I can say more valves and DOHC are more efficient at high rpms
and if you run a really aggressive cam on a V8, then that isn't going to be that efficient at low rpms

I kinda do think simple is better when going for a billion hp - fewer things to go wrong

why isn't everyone driving LS engines then if they're the ultimate answer to good fuel economy?
I'm kinda guessing cost might have something to do with part of that

this is some strange parallel with the honda guys going on how their engines are the most efficient of all the import cars.
So what?
so what if the LS is the most efficient of american performance engines? It's a good platform for the people who want one


still no mention of another 7+ liter production V8 that does 7000 rpms........

 

That has more to do with the LS7's stroke length than just its sheer displacement. The SRT-4 motor and QR25DE have a similar strokes and just look at their stock redlines. I'm pretty sure forged aluminum I-beam rods would've handled the jobs from a strictly revs point of view, but the GM engineers decided to overbuild the motor.

And the LS7 is the most race-inspired V8 to be released in this era so there really aren't many comparisons that can be made.
Way off-topic. Not sure what you're getting at.

 

the SRT-4 motor and QR25DE are not V configuration engines and have physically small pistons compared to what the LS7 runs. That and being inline gives them more stability for high revs

I mean, holy crap the angle of a humming bird's wings from up to down stroke is just about the same as most birds, but they go a hell of a lot faster because they're so much smaller

 

HP/Liter argument gets old, just be a real car enthusiast and give credit where credit is due.


/thread.

 

The LS7 is a multivalve engine. 2 intake and 1 exhaust and does quite well up top. It's actually kind of peaky for a V8 motor. It's more mid-range and top-end.

It's all relative. It would still be more efficient than a comparably-sized DOHC motor though mod-for-mod.

No one ever said they were, but if you want the most HP and TQ/MPG, look no further. A 500 HP turbocharged DOHC import motor is HARDLY fuel efficient.

 

that's mostly the cam profile and the better exhaust, I've seen the dynos compared to the LS2


hard to say the BMW M5 engine is the only one that comes to mind and that car is heavy around 4000 lbs.

 

What does engine configuration have to do with mean piston speeds????

Completely false.

 

http://www.corvettemuseum.com/specs/2006/LS7.shtml

Please read. Seriously. Namely the cylinder head section.

 

Hey guys... why don't we try to argue against the guy that knows more about turbo setups than 99.9% of us...