^Sorry, I've seen way too many 200K+ 2JZs to agree with that. Even the 7M (MK3 Supra, single turbo, 3.0L I6) is known to be an unreliable time bomb, and it will go over 100K without issues. The triangle sorcery certainly lasted longer on the NA versions, but the apex/coolant just aren't up to the task when it comes to boost. Boost certainly shortens a lifespan, but the pistons take it much better.

Lots of reasons. For me, it's because the 7 is a better driver's car than a C5 Z06 or base C6, which are going to be the most similar cars to an average LS1 FD. You get a very different car when you're comparing a balls-out track performer to a 'sports car for the masses.' No disrespect to the 'Vette, it's just aimed at a different customer. It's also going to be a little cheaper for the same performance.
Some other arguments for choosing the FD instead of a similar LSx car:
lighter
much cheaper when you're talking FB/FC
better aftermarket for chassis mods
you're tired of the rotary (like many who previously avoided the V
rarity vs. Corvette/F-Body
Better handling potential in general (arguable)

 

I wasnt talking about a 2jz, I6's, I4's, V6's etc. I was referring to v8s.

 

Whatever, ur still ruining a great car, and my rx-7 doesn't sound like crap or roll out like crap.

 

LS1 RX7's ftw

 

In that case, there's pretty much zero information on Turbo V8 reliability, as they are either custom, big-dollar custom jobs without a touch of OEM involved, and are rarely driven, or they are high end exotics, which are also rarely driven.

 

I know

Dont get me wrong, I love the LSx's. But as you simply put, there just isnt enough data on forced induction V8's, hence I simply said it shortens the life span in either case. I know both sides of the swap argument very well, it is only when engine longevity is brought up that I get frustrated because there just simply isnt enough wide spread information. Turbo V8's arent done very often due to cost. High end turbo rotarys usually fail because someone wanted to skimp out on the most important part, tuning. The only high end turbo V8 applications I know of are rebuilt after every event.

~James

 

Arguing is gay, bringing up ancient threads and arguing more is even more gay. Ls1 is better for DD, but less impressive if making equal power. Rotaries aren't God's gift to engines, but they're still pretty cool. If you're scared, put a Ls1 in it. If you do the research and work with people that know what they're doing, the rotary is nice. Use super seals and go easy on the timing.

 

^ i agree.

 

Why is the LS1 less impressive if making equal power? God knows it's making more torque if that's the case.

 

You're question doesn't really make sense because "power" is derived from torque. You can make up for a slight lack in torque with rpm, and a properly built rotary has a decent amount of torque along with a fairly high rpm range.