SEMA 2019: Lingenfelter’s New 800 HP Eliminator Series LS7

Lingenfelter Performance Engineering has long been at the sharp end of the LS engine market, and its latest offering, revealed at this year’s SEMA Show, is turning some heads.

The newest addition to the Eliminator Series of crate engines, this naturally-aspirated LS7 variant combines months of in-house research and development on camshaft profiles, valvetrain testing, cylinder head design, and rotating assembly testing to take the already-proven OEM LS7 engine and make it better. The end result is 800 horsepower that you can rely on like a factory engine.

The Eliminator Series LS7 is built upon a factory GM alumni block that’s been blueprinted and resleeved. Lingenfelter outfits the block with a Callies Dragonslayer crankshaft, its own connecting rods and forged pistons, along with ported and polished heads, dual LSX valve spring kit with titanium retainers, and an Eliminator Series roller camshaft. It’s topped off with an attractive Performance Design carbon PTR intake manifold and carbon-fiber valve covers, Kooks LSX swap headers, and a Lingenfelter 103mm throttle body.

“We’ve created this next generation, this next tier of performance motors within the Lingenfelter stable. And with that, we’ve worked with a lot of our manufacturing partners and developed specific components to up the ante on horsepower and not deteriorate the reliability,” explains Lingenfelter’s Mark Rapson. “That’s what we’re known for: reliability. And because the biggest request now is for more horsepower in the naturally-aspirated world, we decided to take a step back and say, ‘okay, we’ve got great naturally-aspirated programs, there’s a lot more power that’s required, and how do we do it?’

“We wanted to do it without going to exotic blocks and cylinder heads and try to work within the architecture of OEM castings, but improve upon their shortcomings,” Rapson continues. “And then look at newer technology, with camshaft profiles, cylinder head designs, intake manifolds, and all of the areas that have been the same now for a long time.

“We started with piston and rod assembly, because as you increase RPM and start building power, stabilization of the pistons and all of that comes into play. Typically, people just put big, heavy rods in there, and that’s counterproductive to running big RPM and durability. We also worked very hard on a new camshaft profile, which is actually an interesting dynamic because it’s considerably less lift than any of our ultra-high performance cams, but it makes 100 horsepower more and ridiculous amounts of torque at low RPM. Which is almost counterintuitive to what normally happens when you do that. That camshaft we only incorporate into motors we sell in the Eliminator series.”

The Eliminator Series LS7 can be built from 427 to 470 cubic-inches, and with a different camshaft profile can be set up as a boosted application.

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About the author

Andrew Wolf

Andrew has been involved in motorsports from a very young age. Over the years, he has photographed several major auto racing events, sports, news journalism, portraiture, and everything in between. After working with the Power Automedia staff for some time on a freelance basis, Andrew joined the team in 2010.
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