This is an extract from the full article --> HERE
Hate to say it but that sounds pretty dam hard core.... I hope it is too dear for HSV or even better if it comes out FPV is forced to respond with the GT motor
While its exterior dimensions and general layout are shared with the LS2, the new LS7 is based on a separate block casting and assembled by hand at GM's new Performance Build Center in Wixom MI. The punched-out aluminum block carries lightweight titanium conrods attached to aluminum flat-top pistons giving 11.0:1 compression. Six-bolt, CNC-machined, forged-steel main caps are needed to keep the assembly together.
CNC machining is also utilized on the new aluminum heads, which boast an 18% improvement in airflow over LS2 units. Nearly straight tunnel-like intake runners feed the air/fuel charge through huge 2.2-inch titanium intake valves while 1.62-inch, sodium-filled hollow exhaust valves let spent gasses back out. A hydraulic-roller cam provides a significant .591-inch lift, even before taking into account the super-high-ratio rocker arms.
As on the C6R's race engine, hydroformed four-into-one tubular headers carry the exhaust from the heads, after which it's routed into a model-unique set of catalytic converters and dual-mode mufflers. The latter include a vacuum-operated valve that stays closed at low revs to manage noise and opens at larger throttle angles for minimum backpressure. The engine is lubricated by racing-style dry-sump oiling, which ensures complete lubrication under all cornering loads. Despite the massive displacement, lightweight internals give the LS7 a 7000-rpm redline in roadgoing trim—a figure more commonly associated with multivalve twincam Fours than traditional pushrod V8s.
The LS7's significant output is channeled through a lightweight flywheel and clutch assembly feeding a strengthened version of the previous model's Tremec six-speed transaxle. This rear-mounted gearbox includes a pump that routes transmission fluid through the front radiator stack for additional cooling, after which the chilled fluid is also used to help cool the lubricant in the limited-slip diff on the way back. The latter unit features an enlarged ring-and-pinion assembly and turns upgraded halfshafts and U-joints.
Huge 325/30ZR19 rear Goodyears put the power to the ground; the matching Eagle F1 Supercars up front are 275/35ZR18s. These ride on Z06-specific split-spoke alloys measuring 18x9.5 front and an imposing 19x12 at the rear. The basic suspension layout is shared with the standard Corvette, but performance-directed upsizing of the spring rates, antiroll-bar diameters, and braking hardware sets the Z06 apart. The stopping is done by 14-inch vented and crossdrilled rotors up front and 13.4-inch pieces out back, an increase of more than an inch at both ends. New six-piston calipers in front and four-piston units in back handle the clamping needs.