Someone's Built A Monstrous 8.5-litre V12 From Two LS1 V8s
This huge V12 was created by grafting together two cut down General Motors LS1 V8s and adding a custom crankshaft
The result of this mad project? 707bhp at 6300rpm, and 627lb ft of torque at 5700. It’ll be heading to a customer in the USA, who’s apparently planning on squeezing it into the engine bay of a Chevrolet Camaro.
All this has us in mind of an amazing project we spotted a couple of years ago, which saw one heroic hot rod builder stick together two 1JZ straight-sixes to make a one-off V12.
Video via Motor Authority
Comments
That’s enough ‘murica for one day.
no such thing as too much murica!
‘Straya m8.
The fact that they started with two V8s and didn’t end up with a V16 is unacceptable.
Git gud, Aussies. 😜
Someone has to post this, might as well be me.
If you drive a Ridgeline, maybe. But only then.
dang this would be so cool if gm actually made this
One question, how did it not become a V16 ( ° ʖ ° )
Keeping the extra cylinders would make it pretty huge, I guess they didn’t want it to be that big.
Just being a V12 would make it much easier to build, balance, tune and run etcetera.
My Favorite engine mashup is the V12 1JZ
He should of turned it into a v16 would of been maaad
Why does everyone want to put engines like this in hot rods? Do something cool like chuck it in RWD Fiesta and lend it to your grandma for a laugh.
Because people care about there grandmas
I think it’s impossible the make a V16 out of 2 V8s. Cutting a cylinder in half of each block and welding will keep the distance between each cylinder and the one next to each equal ( Considering that would make the crankshaft design much simpler). They could have cut one half of the cylinder in one engine and the same in the other, and after welding they would get a V14 (2*(3.5+3.5)) but a V12 makes more sense.
And i guess it did.
Amazing job.
Actually, I never heard of anoyone bulding a V14. There must be a reason :|
It’s possible, but impractical, both due to the length of a V16 in a front-mount application, and due to inherent engine balance characteristics.
An inline-6 engine is inherently free of both primary and secondary vibrations… which translates favorably into a V12 with more firing cycles, making for a very smooth engine able to run smoothly without balancer shafts.
A crossplane V8 suffers from end-to-end vibration, which is offset to some measure by introducing a 45-degree firing pulse interval on a V16 with a custom crank… but it’s a lot more complex. Additionally, long crankshafts don’t particularly like to rev high, suffering from harmonics that could see them snap.
Hence, a V12 is a much more practical and durable option - and this particular method of doing it is pretty darn clever.
How does an average joe even get their hands on a “custom crankshaft”? Not the easiest of things to machine…
well, if you’re an Average Joe, you contact people who aren’t average for a custom crank.
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