Posted: Fri Jun 01, 2012 8:14 pm Post subject: Looking for member
Someone sent me a message about a ls4 swap - my computer took a dump and I lost that information and can not answer the request - I would like to be helpful but don't know who sent me the question. Did someone send Bahdeets a message on an LS4 swap if so - please contact me and I will help you the best I can. I did an LS4 to LS7 swap. Thanks
Posted: Fri Jun 01, 2012 11:51 pm Post subject: ls4 to ls7
I have a '07 Monte that had an LS4 in it. And I swapped it out for an LS7. There are about 700 pictures on the Monte Carlo forum and on the LS1tech forum - I use the same ID. Project started in October '08 and is almost complete. My photos are about a year behind but once you look at them you will get an idea of the project. The tech who was taking pix left about a year ago and the lead mechanic on the project sends me email pix and has not added pix to the links because he doesn't know how. We are trying to get the project done for the Woodward Dream cruise here in the Detroit area. I would send or attach photos here but I do not know how either. When I started this project I needed a daily driver so I bought a new Impala at the time. There is also a video on the car on Dart Machinerys facebook page. That was last year August. Alot of upgrades since. Go take a look.
Thanks, it was and is a major undertaking. Alot has even been done since that video. We got the final dyno numbers just last week 814.8 FWHP and my tranny is holding up with all the upgrades believe it or not. My build sheet is a novel about 40 pages. I just can't wait to bring it home. I love my Impala but there is just something about my Monte I just can't explain if you know what I mean.
Just some of the upgrades to the tranny are - wave plates were all removed and replaced with friction discs. That's approximately 13% more holding power minimum. 9310 Aircraft quality planetary washers. 4th gear is one piece billet 4340 prehard alloy. Line pressure up to 350 from 250 increases holding pressure. Friction discs replaced with racing discs. All parts either dyna blued - a case hardening to 65 RC or better or cryro'd. 300M input shaft and oil pump shaft. Just some of the upgrades - there are more details in the links with my pictures. Meziere billet flexplate, billet torque converter by Hughes - and a GM Performance 1" racing chain and gears they use on their 1100hp Ecotech. And I almost forgot the Torsen Limited slip differential GM Performance recommends for the 4T65E
That's a hell of an engine and transmission build. Kudos to the techs who did the work, it looks like really well done work, especially with all the custom fabrication. And to you for sticking through it to completion, seen a lot of people take on big builds and have to bail before completion due to funding or frustration of time and build issues.
The only thing I find to be a bit of a misnomer is the kompressor badging, MB only used that on their supercharged engines, so when I see it, I think supercharged, not turbocharged.
_________________ maybe we should chug on over to mamby pamby land
"Sideways in a Monte Carlo
Old-school gearheads may not take front-wheel-drive kindly, but nowadays some wrong-drive late-models even have a V8s albeit transverse mounted. Sam Buscemi's '07 Monte Carlo came stock with a 5.3L LS-series V8. "I always liked the body style. I have family associated with GM, and I just wanted to do something different," Sam says. And how: Poised to terrorize the streets of Sterling Heights, Michigan, will be a transverse-mounted 427 LS7-style motor, destroked to 409 to kill some of the torque and preserve the front-driver 4T65E transaxle. That's courtesy of car and engine builder Matt Snell of Paul's Automotive in Salt Lake City, Utah, a full-service repair, high-perf, and tuner shop. The block is a one-off Dart aluminum casting special-ordered with the GM metric bellhousing to mate seamlessly with the trans.
Destroked as it is, the engine—with its World Products LS7X heads, Billet Fabrication intake, GT42R Garrett turbo, and Jardine Header Palace exhaust—still makes more than 800 hp at the front wheels, with 600 lb-ft on tap from 3,200 to 5,700 rpm. Matt says, "We've already broken the tranny once, but after serious beef-up, we're close to making it last. It's the torque that kills them." Thankfully, Sam's in the metal business; he had enough pull to get a $2,000, one-piece, high-alloy-steel, Fourth gear clutch made to replace the spindly, OE, two-piece-stamped, pressed-together unit. More friction discs, higher internal pressures, a billet converter, and lots of torque management dialed in to the ECU help, too. GM Performance Parts came to the rescue with its racing drivechain that couples the trans with the 3.42:1 GMPP limited-slip diff.
"Mash the throttle and it feels like driving in the snow on hard asphalt." —Matt Snell
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