FWIW, there's a reason the new LS9 isn't the 7.0L, but the 6.2L heh. They found that under boost, the LS7's sleeves didnt take it quite as well as the LS3's did. So, rather than run lower boost without much room to expand in the LS7, they decided to go with a REALLY strong forged 6.2L LS3 setup boosted to high heaven. People will swap the pulleys on those and make north of 700 HP in no time, it'll be a joke. Thats not to say that other LSX 427's cant handle it though :). Here's my buddy from Omaha's current project: http://www.neufamily.org/images/67novagallery/. Some people who read Hot Rod magazine will recognize him as the guy who had the big single (eventually becoming a TT) Blue Silverado that won the first Drag Week, and then won again the next year in a different class.

As for the LS7 being weak...the stock valvetrain in the LSX series has usually been hailed as one of their strongest points, so I'm a little surprised - its always possible that particular one was flawed...as you said, the 2nd's holding strong right? But the other guy's right - look at anything powered by a Wankle - Apex seals what? May as well become an ASE certified mechanic before you buy an RX-7/8 heh...

And Ninja - no offense taken, my other message board thrives off of its Gloves-off section. I probably went a little overboard anyway. Maybe I just learned fast that street racing is really overrated, I don't know heh. High horsepower cars were really cool to me at one point...now, I see them as purposeless unless they can actually put the power down to the ground with a reason...

Yeah. Leno did a twin turbo LS7 in a grand torino a while ago. It made 1200hp. I have a few friends that have done the same thing.

I knew that they went to a 6.2 because it was stronger for the LS9, but the problem is that they can't get that motor to hold it's boost (is what I'm hearing). But if you're willing to spend 21K on a motor, then the LS9 is the way to go.

rotories are awsome engines. people just dont know how to take care of them.
they do amazing in racing.

That still doesn't make up for the fact that they are gas-sucking, torque-less wonders.

I have a friend back in Omaha who has a single-turbo in his FD. Nice car. Think it puts down a little north of 400 to the wheels. Still blows apex seals all the time. And I KNOW he takes good care of it...

BTW, the racing rotaries (3-rotors, yes?) are CONSIDERABLY better than the ones you find in production cars I believe...

Click the link. ~350whp.

Final Dyno Numbers - MY350Z.COM Forums

If they can make ~350whp (mustang dyno, low reading) on an Intake, header and full exhaust and a COBB AP tune on a vq37vhr(the motor in the 370Z/G37)...I think it's possible to hit ~400 with some nitrous...

That's funny. The link is even posted on this site...Yet everyone in this thread missed it. Wonderful, lol.

http://www.the370z.com/vq37vhr/657-w...pect-370z.html

Whats funny is that we aren't talking a nitrous-ed setup, here. We're talking N/A 400 WHP...

Apparently, you missed that :)

He said without turbo or supercharger in the original post and in the title, that's why I quoted it...So why not nitrous? Those boltons and a tune = ~350whp. Add a 100shot and he's met his goal.

Either way it seems possible with a MILD build. Full boltons with some cams and valvetrain might be able to put him at or near the 400 mark.

I don't know why some of you think he'd need a forged block or something if they made ~90 whp above stock on Intake, header, exhaust, and tune...

I think it goes without saying, the sky is practically the limit when you add giggle juice, so why even bother mentioning it?

Cams isn't going to happen in this car - only on the exhaust side. The only way to get the valves to open up more would be either a LOT of money into the intake VVEL system, or simply tuning the valves to be open more and more often. Its going to be VERY complicated either way, and a tuners nightmare at first Im sure.

http://www.370z.com/Portals/0/Magazi..._structure.jpg

And problem is, he wont be making more than 90WHP to hit 400 WHP than stock...on a dynojet dyno (generally recognized as the most inaccurate...), they're putting down what, about 280ish to the wheels stock? He'll need 120WHP more. That translates to approx 140+ CRANK horsepower more. You think full boltons will do that? Because when an LSX based motor - something with a LOT more displacement and room to grow - can pick up 140 crank horsepower from boltons, well, god damn. It all slows down very fast after the "big" boltons, IE headers-back exhaust.

AH! So that's how the VVEL works! I was wondering how they were doing it. Makes sense to use an screw-style actuator setup. They're very reliable so long as the motor doesn't burn out.

I'm 100% positive that someone will come up with a baseline configuration for tuning the VVEL and tuners can just use that as a starting point.

Talk to the HONDATA guys...or, maybe the guys forced to use it :). According to my friend, i-VTEC is KINDA similar, and only the HONDATA guys have figured it out lol. So you pay out of your *** for the tuning solution :(

^^^ That will change fast as snot. LS2's were cracked in about 3 weeks followed by a billion other tuners shortly after.

Yeah, but their premise was very similar to that of the LS1. Not very hard to figure out at all. And besides, its push rod power here - very simple.

This motor is considerably more difficult to tune with, assuming you're tuning for anything OTHER than WOT more than likely.

Yeah. I know what you mean.