Warhawk LS Engine - The Warhawk Has Landed

So I'm in my car with my 24-ounce coffee getting ready for the 90-mile drive to World Products in Ronkonkama, New York. My trek started in Central New Jersey, so I knew I would be in bumper-to-bumper traffic through Staten Island. As I had plenty of driving time, I wondered what to expect. Many thoughts flew around in my head: Is this engine going to exceed all expectations? Are horsepower numbers going to be better than a traditional small-block? Will I make it there in traffic without having to stop and find a restroom? I felt like a kid starting his first day of school, only I had to shave this time.

As I entered the front door to World Products, Charlie Amodeo, head of marketing, greeted me. Charlie started by giving me a tour of the facility. No matter where I was at any time, the facility was well groomed, which was pretty amazing considering it was undergoing renovations. During the walk-through I met various engine builders, machine operators, shop foremen, and sales associates. Everyone was helpful and answered any questions I had.

Getting anxious, I asked Charlie to see the Warhawk. I was directed toward the rear of the building where there was not one, not two, but three engine dyno cells. As we got near, I was introduced to Paul Kaufman. Paul is in charge of the Warhawk LS engine build, along with all aspects of dyno testing. Paul has been in the game for over 35 years and has the knowledge to prove it. After chatting it up, Paul took me into the dyno cell where the Warhawk was about to be fired up.

The LS-based, 9.24-inch deck, 427ci aluminum engine started right up. It sounded strong, but was surprisingly docile for a powerful, carbureted engine. After warming it up and keeping a close ear for any unsuspected problems, we were cleared for take-off. A few shake down runs were performed. The 427 was only revved to about 5000 rpm and quickly returned to idle. After reviewing the dyno console for different parameters, it was decided that the engine could be pushed to the next level.

Within seconds the idle was brought up, water brake was introduced and full throttle occurred. This baby quickly screamed to 6200 rpm and was returned to idle. No problems were detected as the dyno sheet read: 566 hp at 6000 rpm and 545 lb-ft at 5000. Before we knew it, the crew had already begun working on its next mission. The next day we received notice that a 1050-cfm carburetor was bolted on top. Dyno numbers checked in at 578 hp at 6000 rpm and 552 lb-ft at 4900. Not bad for the extremely young life of the Warhawk, which is still in the research and development stages. World has indicated that this is just the beginning. Could we see a 600-plus horsepower LS1X-headed 427 delivered to our front door in a crate with a 2-year warranty? This is just speculation at this point, but definitely within reach.

The Warhawk block is available in a 9.24-inch deck height form for $4,369, and for those who want more cubes, a 9.80-inch version was scheduled for release in May. Complete short-blocks will be available in a wide range of options, with pricing between $6,895 and $7,495.

The LS7X aluminum block features 6-bolt cylinder head attachment (available for the LS7X cylinder head), priority main oiling (which means the crankshaft gets fed before the top half), .320-inch parent material between bores, and a beefier, much improved water jacket design. Total weight with sleeves and main caps checks in at a lean 98 pounds, which is approximately 125 pounds lighter than a comparable iron block.

During an interview, Bill Mitchell Sr., president of World Products, said, "We're extremely impressed with the overall performance of our castings, and the encouraging power levels of this first homely test mule. We expect 600-plus power levels naturally aspirated from the 427. Next will be our big LS7X heads and a much more aggressive combination with the 427. We'll have bigger guns to shoot when we get the 9.8 deck blocks in the door. We'll build complete Warhawk engines."

When asked about the inspiration to enter the LS engine program, Bill explained, "I realized the SBC is 52 years old and has been a hell of a design to last that long so well, but the LS-series will be the future SBC, because it's a great design and already has a huge aftermarket." Bill also noted, "We're pleased that our castings' design features work as well as we planned them, but power levels are the tip of the iceberg. We're out for big numbers because we're encouraged by what we see from this test mule."

While the crank is being internally balanced, the LS7X block is getting hone prepped.