The GM LS7 is one of the baddest production small-blocks ever built, but unfortunately, it’s hampered by a tiny 211/230-at-.050 cam. If you want to know what happens to a stock LS7 once an extra 30 degrees of cam duration and a bit of head porting are thrown into the mix, look no further than Schwartz Extreme Performance’s LS7 crate package. To take advantage of the extra cam duration, Schwartz also installs a GMPP single-plane intake manifold, and matches it up with a factory 90mm throttle body. These simple tricks are good for a staggering 730 hp on pump gas. Schwartz’s crate LS7 includes a calibrated factory ECU, wiring harness, oil pan, fuel rails, injectors, and a water pump. For an extra $1,400, Schwartz will add a trick carb-style air cleaner assembly that hides the throttle body and MAF sensor, and throw in a set of billet valve covers as well.
By The Numbers
Displacement: 427 ci
Bore/stroke: 4.125 x 4.000 inches
Compression ratio: 11.0:1
Camshaft: 240/259-at-.050 hydraulic roller
Output: 730 hp and 572 lb-ft
Shafiroff Big-Block Chevy
With 15.0:1 slugs, this Shafiroff 565ci big-block Chevy is the only non-pump-gas-compliant motor of the lot, however, since it makes 1,000 hp naturally aspirated, it’s hard to care. Obviously, a motor like this is geared toward bracket race machines or cars that see very little street time, but throwing this thing in any half-decent chassis is a recipe for guaranteed 8-second timeslips. Shafiroff starts with a low-deck Dart Big M block, opens up the bore to 4.600 inches, and stuffs it with a forged rotating assembly. Brodix BB-3 Xtra conventional 24-degree heads and a SuperMod intake provide the airflow, and a Holley 1,150-cfm Dominator carb keeps it fueled. The 565’s price of admission includes a Moroso oil pan, an MSD distributor, and a carb.
By The Numbers
Displacement: 565 ci
Bore/stroke: 4.600 x 4.250 inches
Compression ratio: 15.0:1
Camshaft: solid roller (specs classified)
Output: 1,000 hp and 795 lb-ft
Turn Key DOHC 5.0-liter
Ever since its introduction in 1991, traditionalists have been discounting the Ford mod motor platform, blasting it as a high-tech way of posting lowly horsepower figures. Sure enough, power has gradually crept up over the years, but the big quantum leap forward came with the introduction of the new DOHC 5.0-liter in the ’11 Mustang. What this little beast lacks in cubes it makes up for with high-flow heads and lots of revs, kicking out 412 hp at 6,500 rpm. Compared to its 4.6L forbear, the new 5.0L “Coyote” features a slightly larger bore and a smidgen more stroke. Furthermore, the 5.0L’s four-valve heads are the best-flowing mod motor castings Ford has ever built, and thanks to variable valve timing on all four camshafts, the little 302 puts out a respectable 390 lb-ft of torque. Perhaps the best news of all is that the new 5.0-liter is available as a crate motor from Ford Racing. To make retrofitting one into your Blue Oval as easy as possible, Turn Key Engine Supply bundles everything you need to fire up your new DOHC small-block in addition to the motor itself. Ordering up a new Coyote through Turn Key gets you a new 5.0L motor, tuned computer, front accessories, coolant hoses, a complete fuel system, a starter, and a harness that boasts an easy five-wire hookup.
By The Numbers
Displacement: 302 ci
Bore/stroke: 3.623x3.653 inches
Compression ratio: 10.0:1
Camshafts: 221-at-.050 (intake); 224-at-.050 (exhaust)
Output: 412 hp and 390 lb-ft