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Mercury Racing LS7 Crate Motor

 
Old 02-12-2019, 10:54 AM
  #16  
928S MN
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Speaking of staying with Porsche V8 motors, have any of the current V8's been swapped into the 928?
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Old 02-12-2019, 06:15 PM
  #17  
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Originally Posted by Randy V View Post
This forum has obviously gone to hell.


Also from the Top Gear video, "kangarooing around" Neat.
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Old 02-12-2019, 08:17 PM
  #18  
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Originally Posted by 928S MN View Post
Coyote Aluminator swap in an '89 has been done already.

http://forums.linkecu.com/topic/7682...8-coyote-swap/
Unfortunately like most swaps, they declare victory with the easiest part, mechanical fit, which can be LONG away from a reasonable car to drive.
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Old 02-12-2019, 08:35 PM
  #19  
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Originally Posted by danglerb View Post
Unfortunately like most swaps, they declare victory with the easiest part, mechanical fit, which can be LONG away from a reasonable car to drive.
I don't understand installing an engine into a car when you don't have an functioning engine management system to make it work.
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Old 02-12-2019, 09:00 PM
  #20  
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Originally Posted by worf928 View Post
Does there exist, in current or recent times a GM DOHC V8 (other than The Cadillac Deathstar if that’s still in use) used in production?
Or is this LS-7-based motor ‘engineered’ by Marine Racing to exchange pushrods for cam followers?
LS-7 is a pushrod motor no?
I know nothing about it other than what I read on the web site:

Using the GM LS7 block, Mercury designed a set of aluminum DOHC (dual overhead cam) cylinder heads, providing four valves per cylinder. By ditching the pushrods and adding two valves to each cylinder, the engineers at Mercury were able to move more air, faster through the LS7 block, resulting in an increase of 245hp over the LS7’s advertised 505hp.
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Old 02-12-2019, 10:39 PM
  #21  
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Originally Posted by rbrtmchl View Post
I know nothing about it other than what I read on the web site:

Using the GM LS7 block, Mercury designed a set of aluminum DOHC (dual overhead cam) cylinder heads, providing four valves per cylinder. By ditching the pushrods and adding two valves to each cylinder, the engineers at Mercury were able to move more air, faster through the LS7 block, resulting in an increase of 245hp over the LS7’s advertised 505hp.
Mercury Marine built the original LT5, 4 cam, 32 valve all aluminum ZR1 engine used in the Corvette, back in 92. I guess they've been improving the design over the years.
Why anyone would stuff a Chevy engine, or complete drive train in a Porsche is beyond me. Just buy a Vette, and be done with it.

There are a few here that know my Pantera, had a blown 572 big block Chevy in it for over 20 years.. I wasn't the first to put Chevy power in a Pantera, and one guy has 426 Hemi,in one over in Europe. The Cleveland engine was a turd when it was built, and I've never owned a Ford engine that didn't use oil. They got bad valve seals. Now it's got a modular supercharged Coyote in it, we'll see how it does. 1100 hp from the factory, with a warranty, ain't bad.
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Old 02-13-2019, 10:50 AM
  #22  
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Originally Posted by 928sg View Post
I don't understand installing an engine into a car when you don't have an functioning engine management system to make it work.
Engine management has to be installed, but I have yet to find an article where that was a huge deal with an engine swap. Normally the biggest problem is fitment and mating to the bell housing. Those have been solved for the 928 and the LS motor.

And, seriously, electronics are the biggest reason I'm planning on doing an LS swap: These Bosch EFI systems were cutting edge at the time, and they're 40 years old now. Capacitors are drying out, solders are going bad, traces are getting tired. How many times have non-start problems been solved by swapping out an EFI module? How much does it cost to rebuild an EFI module?

And I know that working on a 928 motor isn't rocket surgery, I've done some. But compared to a Chevy? Yeesh.
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Old 02-13-2019, 12:21 PM
  #23  
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Originally Posted by Shawn Stanford View Post
Engine management has to be installed, but I have yet to find an article where that was a huge deal with an engine swap. Normally the biggest problem is fitment and mating to the bell housing. Those have been solved for the 928 and the LS motor.

And, seriously, electronics are the biggest reason I'm planning on doing an LS swap: These Bosch EFI systems were cutting edge at the time, and they're 40 years old now. Capacitors are drying out, solders are going bad, traces are getting tired. How many times have non-start problems been solved by swapping out an EFI module? How much does it cost to rebuild an EFI module?

And I know that working on a 928 motor isn't rocket surgery, I've done some. But compared to a Chevy? Yeesh.
Engine management is easy for the most part. When you start adding variable cam timing, locked cams or unlocked cams like in the engine swap mentioned above if you don't have an engine management solution that can handle it that is a whole other story.
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Old 02-13-2019, 01:29 PM
  #24  
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Originally Posted by 928sg View Post
Engine management is easy for the most part. When you start adding variable cam timing, locked cams or unlocked cams like in the engine swap mentioned above if you don't have an engine management solution that can handle it that is a whole other story.
My plan is a stupid simple swap of the 5 liter motor from an early 2000s Silverado or Tahoe. It produces 250hp in standard tune, which is comparable to what was in the early cars from the factory. I might do some minor performance upgrades, but certainly nothing exotic. All I'm looking for is a dependable GT car.
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Old 02-13-2019, 04:04 PM
  #25  
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Originally Posted by 928S MN View Post
Speaking of staying with Porsche V8 motors, have any of the current V8's been swapped into the 928?
No. At least not that I'm aware of.

The V8 in the Cayenne is too tall to fit under the hood of the 928.

Pretty sure that the Panamera V8 is derived from the Cayenne (could be wrong on that and welcome correction if so).
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Old 02-13-2019, 04:16 PM
  #26  
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Originally Posted by 928sg View Post
Engine management is easy for the most part. When you start adding variable cam timing, locked cams or unlocked cams like in the engine swap mentioned above if you don't have an engine management solution that can handle it that is a whole other story.
That's why those crate engines also come with their own, factory programmed ECU which handles variable valve timing.

Why reinvent the wheel? Buy the engine along with its factory tuned ECU.
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Old 02-13-2019, 05:49 PM
  #27  
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Originally Posted by polecat702 View Post
... Now it's got a modular supercharged Coyote in it, we'll see how it does. 1100 hp from the factory, with a warranty, ain't bad.
If I recall correctly, according to Mark Donohue that’s just a little more horsepower than a car needs to be safe.

Should at least be sufficient...
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Old 02-13-2019, 06:43 PM
  #28  
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If they make a set of 4-valve heads for the LS engines, count me in. The 5.3 in my garage will not be going in a tracked 944; it will be going into my 928 and megasquirted. Screw California; I barely drive the car and will apply for historic plates.


When it comes to crate motors, Jegs has a nice LT1 for sale that earns "E-ROD" in CA. That means it's smog friendly and 455HP. What's not to like?! It costs the same as a full engine rebuild!
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Old 02-14-2019, 04:26 AM
  #29  
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Originally Posted by worf928 View Post

If I recall correctly, according to Mark Donohue that’s just a little more horsepower than a car needs to be safe.

Should at least be sufficient...

It's still a 44 year old car, though everything has been upgraded. I don't really push it's limits, it's a hoot to nail it out on the open road, and it just keeps accelerating! All the ground effects were wind tunnel tested at JPL , back 25 + years ago. It hunkers down on the road, never gets light in the front. It's no GT by any stretch. It's a very fun car, gets lots of looks!
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