DAmian Baker of BG Engines says, “Rocket introduced two of the Warhawk LS7X blocks to the country in the 2000s when they were launched. He adds: “One went to WA and we caught the other one. At the time, there were no LSX or Dart LS Next lightweight aftermarket blocks, and to be honest, I still think the Warhawk is better than those anyway.
First published in the September 2022 issue of street machine
Damian’s affinity for the Warhawk block stems from some groundbreaking architectural changes when it was released in 2006. Externally, it’s nearly identical to a GM-stamped LS engine; however, under the skin, World Products has redesigned things like the water jackets, the material between the bores and the internal lubrication system, to name a few. “World made a matching six-bolt head that we use, and the block uses 7/16-inch fasteners throughout, which is a great upgrade,” adds Damian.
Damian is the first to admit that the LS7X heads have been left behind a bit compared to some of the more efficient modern heads, but with the 6/71 high-propeller SSI fan forcing air through them, they don’t. haven’t seen it yet. limitations.
Originally intended for BG Engines’ HQ trail utility, the SSI pump was instead put into active service for the company’s VE Commodore Powercruise car. “Being a high-propeller fan, you obviously have the bigger case, which gives us the 8/71 look, but inside it’s all 6/71,” says Damian. Keen eyes will spot the extra methanol injectors right in the supercharger housing, which further reduce intake air temperature and keep things well lubricated to protect the Teflon-coated rotors.
The fan sits atop one of BG’s Pro Billet intake manifolds, which is a work of art in itself. “A lot of commercially available blower manifolds are just tunnel rams with a blower plate glued on them. They’re not perfect for the job, but they pay off,” says Damian. “With the Pro Billet we are able to design a header to fit any compressor outlet or any block and head arrangement because you simply can’t buy headers for many heads spare. We can also design things that we know from experience we will need, such as additional material on the channel walls to operate the orifice nozzles.
Below the fan, a custom Crow cam spins in the middle of the Warhawk block. “It’s a solid roller with a custom profile we specified, with about 255/265 @ 0.050, 113 degrees LSA and just under 0.700 inches of lift.” It’s lumpy enough to give the combo a lot of chop, but not so weird that it stresses out the rest of the valve train.
The LS develops 1312bhp at 8900rpm, although Damian admits it showed no signs of stopping!
On the outside, the motor looks like it could easily fit into a Doorslammer. The Pro Mag 12 dominates, joining an Enderle 9 gpm fuel pump and a Peterson R4 oil pump, all designed to work in perfect sync using an in-house custom machined drive system.
“There are a lot of things designed to keep it alive, but we’ve designed it in such a way that it’s easy to work on it in the car and just as easy to remove for periodic maintenance,” says Damien.
Damian is a big proponent of using a dry sump system. “For any high-end engine, you’re crazy to run a wet sump!” He insists. Coupled with the Warhawk’s priority greasing system, the Peterson R4 pump provides consistent oil delivery to key areas such as the cam and main bearings, and ensures the VE doesn’t starve while drifting with a load of mates at Powercruise. The added oil volume is a great way to reduce oil temperature, and the external reservoir makes oil changes easier (a more common occurrence on methanol).
North Richmond, New South Wales
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