Why is the LS Engine so good..

bytor

Well-Known Member
Good video discussion some key LS design and tuning topics.

About halfway through is a good section stroker kits and piston skirt length.

 
I watched Bytor.
Informative.
LS Is everywhere.

Need a pile of money to build HP Past 600 still.
LSX Or Dart NSX Or RHS.

Its just me but when aftermarket block is required I get turned off.
All Chevy original is gone.

Pontiac V8 you still can use the stock block , crankshaft, & Cylinder heads.
 
Also explains why catch cans are on every LSX Street racer and track car I see.
No lower cylinder wall skirt support.
Tall deck required .
 
It's a mighty thin slice of Ham that does't have two sides!

Both old and new blocks are expensive when reaching for higher horse power and torque. From what I see, old school high Hp engines are no longer pump friendly, not as street-able and gulps down more gas.
 
Last edited:
It's a mighty thin slice of Ham that does't have two sides!

Both old and new blocks are expensive when reaching for higher horse power and torque. From what I see, old school high Hp engines are no longer pump friendly, not as street-able and gulps down more gas.
Your mostly correct Richard.
Once you exceed 500-550Hp goals it becomes expensive.
Phil and me used to have nightly disscussions on the topic .
There is a fairly low cost alternative .
E85 gas -85 % corn alcohol .
No prior experience but I am working with now.
 
Last edited by a moderator:
Need lots of Fuel volume to deliver E85 correct.
A true drag race quality fuel system in place.
 
typically 30% more AT LEAST if everything is working right... e85 is a cruel bitch... but you can run higher compression and more timing which to me directly translates to getting the turbo to spool faster and the motor more responsive in of boost or low boost situations.

will share more as money unfolds and gets spent but the datsun is gonna be e85 fueled
 
He touched on something interesting, I guess I knew it, but hearing it was different. He said when choosing heads make sure they flow good at full lift of the cam, but also they flow well at midlife, Saying the valve spends more time at midlift then at full lift! This is a must for the street engine!
 
He touched on something interesting, I guess I knew it, but hearing it was different. He said when choosing heads make sure they flow good at full lift of the cam, but also they flow well at midlife, Saying the valve spends more time at midlift then at full lift! This is a must for the street engine!

Yep, there is some good tips/info in the video that would apply to old or new small block designs.
 
well if a cam has max lift of .500" then it stands to reason that every lift between .001" and .499" will be seen twice per valve event, once on the opening of the valve and again on closing profile of the cam lobe..... where the peak lift is only hit once.
 
these threads should help
http://tech.corvettecentral.com/2010/02/ls-engine-swap-for-c4-corvettes/
LS%20Oil%20Pump%20Specifications%201.jpg
http://garage.grumpysperformance.com/index.php?threads/chevy-ls1-related-info.3918/#post-42797

http://garage.grumpysperformance.com/index.php?threads/big-block-or-ls-series-motor.6866/#post-22294

this is really a bargain priced new crate LS engine
https://www.karlperformanceparts.com/p/19301359-LS376-515-LS3-Chevrolet-Performance-Engine/1046
while theres zero question that an LS based chevy is a good choice
for those guys doing LS engine swaps, theres a whole bunch of different shorty headers
heres just a few of many


lssht1.jpg
lssht1.jpg
lssht1.jpg
lssht1.jpg
lssht1.jpg
lssht2.jpg

lssht3.jpg

lssht4.jpg

lssht5.jpg



I think a great deal of the choice will be based, on what you expect the completed engine install to look like, and
on if you are more concerned with light engine weight or the traditional old school looks and easy parts availability,
that the SBC,BBC,BBF, and BB CHRYSLER engines have

if for example your looking for a T-bucket power plant,
even 450 hp is going to provide brisk acceleration, the HEMI and BIG BLOCK CHEVY have some visual appeal the LS LACKS, and certainly first gen sbc parts are both cheaper and more abundant
no ls will look old school like this
1923-Ford-T-Bucket-Roadster.jpg


ls3_dim.jpg


or put a different way, Id rather have a turbo 572 BBC , or 572 HEMI, that had 1000 ft lbs and 1000 hp than a 1200 hp turbo ls that would be faster simply based on the look of the completed project... And I doubt I'm the only one thinking that way
 
Last edited:
The Oil Filter Bypass Valve has to be open near 100 % of the time above idle idle speeds on LS Engines too.

On BBC There are 2 Bypass Valves.

Its still hard to believe how much oil the Pontiac V8 oil pump flows.
Nearly Double LS Bone stock Vs Bone stock.
80 psi M54F. Moves a chitload of oil
.
More than LS Best.
 
Last edited by a moderator:




this is a good example of why I built this web site, the deleted videos originally posted contained useful info
but the people posting them would rather not have (JOE AVERAGE) having access to info,
that could save them money and time (TIME AND MONEY ) that hopefully they can charge you for
 
Last edited by a moderator:
AUTOWIZ said:
chevy has got their LS3 to put down more power than the LS7 with just a cam. That motor is called the LS376/525. And not only is it 20hp more than the LS7 but it weighs less because there is no dry sump oiling system. Just a standard aluminum LS3 with a hot cam.

http://www.chevrolet.com/performance/crate-engines/ls376-525.html

There is also the less hot cammed LS376/480.

http://www.chevrolet.com/performance/crate-engines/ls376-480.html

And if you want more power and torque than your 540 and aren't opposed to a power adder then you should consider the LSX376/b8.

http://www.chevrolet.com/performance/crate-engines/lsx-376-b8.html

Or the same engine built to handle a lot more boost, the LSX376/b15

http://www.chevrolet.com/performance/crate-engines/lsx-376-b15.html

The last option has been proven to make 1,000hp with nothing more than a power adder and a cam.

 
PERFORMANCE STREET HEADS
http://www.chevyhardcore.com/tech-s...the-most-out-of-dart-pro1-ls3-cylinder-heads/

http://www.airflowresearch.com/chevy/ls-mongoose-15-cylinder-head/
GM Engine Vin Codes
Anyone going out looking for a 4.8L or 5.3L Truck based LS engine that has already been removed from the vehicleBeware, Because unless you can look into the spark plug hole with a scope or little camera to see the top of the piston or insert a wire and run it across the piston surface to feel if it's dished or a flat top It's hard to tell the difference between those two. However if you look for the 8th digit in the VIN It will tell you most everything you need to know.

1999-2006 Trucks, Vans & SUV
4.3L
, VIN. X or W(2003+) (8th digit)
6.0L, VIN. U (8th digit), (LQ4) Trucks, Vans and Denali
6.0L, VIN. N (8th digit) (LQ9) Escalades & SS Silverado
4.8L, VIN. V (8th digit)
5.3L, VIN. T (8th digit, opt LM7)
5.3L, VIN. Z (8th digit, opt L59)
5.3L, VIN. B (8th digit, opt L33 05+ HO Aluminum and Iron Block with 243/799 heads)

2007+ Trucks
classic body style, 6.0L, VIN. U (8th digit, opt LQ4), Compressed Natural Gas and Gasoline
classic body style, 6.0L, VIN. N (8th digit, opt LQ9)
classic body style, 4.8L, (VIN. V, 8th digit, opt LR4)
classic body style, 5.3L, VIN. T (8th digit, opt LM7)
classic body style, 5.3L, VIN. Z (8th digit, opt L59)
classic body style, 5.3L, VIN. B (8th digit, opt L33)
classic body style, 4.3L, (VIN. X, 8th digit, opt LU3)

new body style, 5.3L, (VIN. 0, 8th digit, opt LMG)
new body style, 5.3L, (VIN. J, 8th digit, opt LY5)
new body style, 5.3L, (VIN. 3, 8th digit, opt LC9)
new body style, 5.3L, (VIN. M, 8th digit, opt LH6)
new body style, 6.0L, (VIN. Y, 8th digit, opt L76)
new body style, 4.3L, (VIN. X, 8th digit, opt LU3)
new body style, 4.8L, (VIN. C, 8th digit, opt LY2)

5.3L
2003-04 GMC Truck Envoy XL
2003-04 Isuzu Ascender
2003-04 Chevy TrailBlazer EXT (all with VIN "P", 8th digit)
2005-06 (all with VIN "M", 8th digit)
RACE HEADS
http://dartheads.com/dart-product/race-series-ls-10-368cc-cnc/

http://treperformance.com/i-2380394...ZSWEtpBUOXcX5VeGsyMbNH7a7ZQtXP0RyIaAkUo8P8HAQ

https://www.summitracing.com/parts/...Z6ofRT_l67KkHlZ6lc_5KRVr_nxYPZneQIaAtwV8P8HAQ
 
Last edited:
Dart’s New LS Next SHP Block And Billet LS Series Cranks



Racers are constantly finding new ways to push the limits of horsepower at the track, and they’re always looking for ways to go even faster. Manufactures, likewise, aim to help racers reach their lofty power goals and continually develop products to address these needs. Dart Machinery has long been on the cutting edge of engine technology, and their new LS Next SHP block and 4340 Billet LS series cranks will help racers generate huge numbers at the track.



Dart introduced the LS Next block as a way for racers to have a stronger option to make bigger power on the street or at the track. Now, they have added another option with a skirted variation of the Next block. Michael Sanders, sales manager for Dart, gives some details on what this new block offers: “The new LS Next SHP block will offer unique advantages over the LS Next, which include a reduced price point, a full skirted design with built-in windage control, and the ability to use all factory components, including GM and aftermarket oil pans that have oil filter mounting.”



The LS Next SHP block will also offer some great performance options for racers, including upgraded cam diameters up to 60 mm, bigger lifter bores and bushings, and custom deck heights.

“The SHP LS Next blocks are geared towards the stock replacement and high performance street enthusiast, and bracket racers. Our main focus was compatibility with the factory GM and aftermarket oil pans that have oil filter mounting provisions. In addition, we incorporated all the high performance and upgrade ability of the LS Next at a reasonable price point,” Sanders says.

Dart also has introduced a pair of billet 4.00-inch stroke cranks for the LS1 and LS7 that feature thicker rod cheeks, a static balance of 1780 grams for strength, and center counterweights. By adding the counterweight feature, Dart was able to address the issue of crank balance in the LS motor.

“Under high cylinder pressures and RPM, incorrect balance essentially turns the crank into a jump rope because of all the weight on the ends. This can lead to cap walk and eventually to potential engine failures. Not only do the center counterweights add material strength in the center, they also add balance and stability that counters the jump rope effect under high RPM and increased power,” Sanders explains.

If you’re looking to build a serious track motor that’s reliable, make sure to check out Dart’s new LS Next SHP block and 4340 Billet LS cranks.
 
http://www.chevyhardcore.com/tech-stories/10-basic-tips-to-building-your-first-ls-engine/

10 Basic Tips to Building Your First LS Engine



We may be a bit biased here at POWER AUTOMEDIA, but it seems pretty clear that GM’s LS series are just about the hottest engines in the automotive performance world today. In the nearly 15 years since their introduction in the C5 Corvette, LS engines have become renowned for their ability to make big power numbers with relatively few modifications, and more recently, LS’s have become the engine choice for anyone looking to swap a V8 powerplant into almost any make or model (…including Fords and many imports…).

Rebuilding an engine is one of the core fundamentals of hot rodding, and as the LS series of engines becomes more and more popular, we felt that it’s important to revisit the basics. Today, hot rodders of all types – even small-block chevy veterans – are building their very first LS engines. We decided to put together some real world tips for virgin LS builders, and enlisted the help from LSX Magazine sponsor Chad Golen, owner and operator of Golen Engine Service to give us some tips on building LS Engines for a performance car.


Rebuilding an LS engine is a great way to make more power thanks to more cubic inches and higher compression pistons, as well as other goodies like a new cam and cylinder heads that can be added during a rebuild. Here Chad Golen shows us how it's done at Golen Engine Service shop in Hudson, New Hampshire.

1) Selecting your Core – Iron Blocks

As with any engine build, it is vital that you start with a good, rebuildable core for your engine block. If you’re rebuilding the engine that is already in your car, then at least you have some idea of its basic condition, and what to expect when you crack it open. If you are getting a used engine from somewhere else though, Golen has a few words of warning. Golen says that iron LS blocks are a pretty safe buy even when you don’t know the history of background. They can be over-bored safely and are more durable than their aluminum counterparts.

The most desirable castings are the 6.0L LQ9 or LQ4 truck blocks, which are production cast iron blocks, with 6-bolt iron main bearing caps, 9.240-inch deck height, and offer a 4.00-inch bore.

2) Selecting your Core – Aluminum Blocks

“When you are looking at buying an aluminum LS engine from a scrap yard, or off the internet, do your best to only buy an engine that you have some kind of confirmation that it was running before it was pulled from the car,” explained Golen. “You need to especially careful since the older OE aluminum blocks can only be honed about 7 thousandths, from 3.898 to 3.905. which can clean up any decent used LS1 engine.

Unfortunately… they can’t be bored out any further to clean up any damage that might have caused an engine to stop running. It’s been my experience that more often than not, when you find an LS1 engine in a junk yard, it’s there for a reason. If you can avoid it, don’t buy an unknown engine. Iron blocks are usually okay to buy used because they can be bored out quite a ways to clean up the cylinder walls. Just be very careful.”



3) Selecting your internals – What to Upgrade

All things considered, LS motors come from GM equipped with a pretty tough rotating assembly. But if you are looking to produce quite a bit more power with your LS, there are a few components you should address during a rebuild. The crankshafts are pretty strong if you’re going to be building up to and around 600 horsepower or so. The weakness is the rods and pistons.


The sky is truly the limit with LSX builds thanks to a huge aftermarket that offers rebuild kits that can fit your exact needs for your engine.

“When you’re building up an LS short block for a Camaro, Firebird, or C5 Corvette, the main parts you need to focus on are the connecting rods and pistons,” Chad told us. “The most common failure we see in stock LS engines is the weak spot near the wrist pins cracking, and the tops of the stock pistons chipping. Luckily the aftermarket for LS rods and pistons is huge, and there are a lot of great options out there. There are inexpensive forged LS pistons available for just about any type of build. The stock crank is good for about 600 horsepower, so it’s just fine to reuse unless you are looking for really, really big power.”

So, for most re-builds 600 HP and under, think stock block and stock crank; but new rods and pistons. Obviously bearings, rings, and machine work are required in any case.


If you are doing any kind of performance reubuild on your LS engine, it's vital to upgrade to stronger pistons since the weak area around the stock piston's wrist pins is a common area of failure.

4) Some Quick Tips on “LS” Machine Work

Once you’ve got the right core, and all your parts selected, it’s time to do the machine work. Machine work on an LS re-build can range from a quick hone to clean up the cylinder walls on a stock refresher build, to boring out the cylinders for maximum displacement (if you’ve got an iron-block). Regardless of how much machine work your engine needs, this much is for sure; the quality of the machining performed will make, or literally break your LS rebuild. Luckily, your machine shop is likely to be experienced with LS-engine rebuilds, and most performance machining tips apply in the LS world.


Properly performed machine work will make reassembly much easier on you. Poor machine work means that you'll just be tearing your engine apart again right after you fire it for the firs time...

Golen explained some of his basic recommendations: “When you’re having an LS block machined, make sure the shop is using a torque plate – which is where an adapter plate is bolted to the block to simulate the cylinder head being torqued in place, while the machine is doing the hone. There should even be a gasket bolted in there too. This is especially important when working with any of the aluminum LS blocks. This will make sure that the bores are as straight as possible with no distortion. Along the same lines, you should also have the deck of the block checked to make sure the cylinder head mating surface is as flat as possible.”

These are only the two most basic machining procedures typically preformed on an LS rebuild, but your machine shop can let you know what other machine work (line honing the mains, polishing your crank journals, etc.) that your specific engine will need.



5) Cam Bearing Blues

If you are the adventurous type that want’s to assemble your very own LS engine, Golen has a few bits of advice for you.“On LS engines there are a few areas you need to pay attention to, starting with the cam bearings. When you are installing the cam bearings, you want to be extra careful and make sure that the bearings press in good and tight. Pay close attention here. If they slide in nice and easy and don’t have a press-fit, that is a recipe for disaster, and ultimately that will be a sign that the block is no good. You’ll spin a cam bearing, and could possibly destroy the entire engine.”


A good torque wrench will be your best friend if you decide to assemble your LS block yourself.

6) Advice on the little things

Sometimes an ounce of prevention is worth a pound of cure. That means, don’t scrimp on some cheap parts that could save you money.“Go ahead and get yourself a new block plug kit, and be sure to replace the plastic barbell oil restrictor in the block,” said Golen. “One nice thing about the LS engines is that typically, all of you engine covers are completely reusable – valve covers, valley cover, front and rear covers – but please just be sure to get some new high quality head and intake gaskets from GM or Fel-Pro. For the front and rear covers, there really isn’t any need to buy the whole new cover with the gasket already pressed in. The seals usually pop in if you carefully tap them in with just a rubber mallet.”



7) Head Bolts – The Biggest Mistake an LS Builder Makes

If there was one thing that has killed more LS rebuilds than any other – it’s re-using the stock head bolts. It is very important to note that the LS head bolts are not re-usable.

Golen recommends using high quality ARP head bolts and GM head gaskets. He tells us, “We like to use ARP headbolts, and GM multi-layer-steel head gaskets in builds up to about 550 horsepower. It’s also a good idea to look into ARP Main studs and bolts when you are ready to do your assembly. Good hardware is a relatively cheap insurance policy for your engine.”

Over 550 HP, ARP’s head studs, and better Fel-Pro gaskets should get the call.



As with other engines, it’s a very good idea to do a pre-assembly on your LS engine to make sure that all of the machine work was performed to spec, and to confirm that you have all the right parts. Get yourself some plasti-gauge, and go to town.


Items like the barbell oil restrictor in the back of the block need to be replaced while you are going through your engine.

8: Stroker Specifics

There’s no replacement for displacement, and if you’re looking to stroke your LS engine for more cubic inches, there are a few factors that you need to take into consideration during assembly.

Golen tells us, “The very bottom of the cylinder walls on LS engines need clearanced 60 to 80 thousandths when you are building a stroker, because the connecting rod bolts will hit them. Take black magic marker and mark where you need to grind, and be careful with the metal shavings.”


There are some areas of the block that will need a bit of "massaging" if plan to go the stroker route.

Even though you have to do some clearancing, stroking an LS is actually a little easier in many ways than stroking a traditional small block – you don’t even need to use a small base circle cam. The only other consideration with stroking an LS is that you will need to space out the windage tray a bit from the crank with some washers or spacers.


Depending on how radical you go with a stroker crank in an LS block, you could get away with just a few washers to space out your windage tray...or you might find yourself doing a bit more work to get the tray to clear the crank's throw.

Golen offered us this additional advice on stroking an LS, “A four inch stroke is about as big as you can safely go on LS1 block, but with an LS3 block you can get away with a bigger 4.125 stroke, which will actually give you 427 cubic inches with the stock bore.”



9) Stock LS Cylinder Head Basics

The heads on LS series engines are the bread and butter of their power production capabilities. The design is light years ahead of anything that came on a Gen I small block, and even in stock form they are capable of producing power levels that were only possible in a Gen I with aftermarket heads.

For serious power potential, you can pick your pleasure from any one of the numerous aftermarket LS cylinder head companies. Or, if you are more budget minded, you can squeeze plenty of power out of several very capable stock type LS heads.


Adding bigger valves to your stock heads is a great budget minded solution to replacement heasds.

For a cheap build, you can get away with stock LS1, LS6 or LS2 heads.

“On LS1 cylinder heads, a quick polish and moving the intake valves up to 2.02 inch stainless valves can get you into the 500 to 600 horsepower range with a nice cam. They just need a little bit of work to reach their full potential. You can also use 5.3 truck heads for a nice compression bump on an LS1, and they even flow about the same as the regular LS1 heads. Also, the 243’s [commonly referred to as the “LS6” or “LS2” heads] are a great budget option, and can make a ton of power in the right combo.”

However, as we’ve covered elsewhere, the L92/LS3 heads are an inexpensive upgrade and worth a ton of power.

“Probably the best power potential to dollar value in LS cylinder heads would have to be the L92/LS3 rectangle port heads,” advised Golen. ” But don’t forget – they can only be used on engines with a bore of at least 4 inches – like a 6.0L iron truck engine, or an LS2.” In addition, you’ll need a new intake manifold, rockers, and gaskets.


Having the right tools can make all the difference in how smoothly your rebuild will go. Here we see how easily valves and valve springs can be installed with the right type of spring compressor.

Golen also offered this additional advice, “Don’t reuse your stock rocker arms when you are reassembling your heads. You can get GM stock replacements cheap enough. Also remember to use valve springs that match the lift of your cam. This isn’t an area where you want to try your luck.”


Just add your accessory drive, intake, and sensors, and you are ready to drop your fresh LS engine in your favorite street or strip ride.

10) Follow Other Builds – do your LS research

When it comes down to it, the LS series of engines are like most any other internal combustion engine. Granted, they are a whole lot more efficient and powerful than most others, but the basics are the same. While hope these LS specific tips from the engine experts at Golen will help you on your way to the path of LS engine building righteousness, nothing will replace doing some research on your own to become an LS expert. LSXMAG and many web forums are excellent sources of information on LS building. A few hours of reading can replace weeks of anguish if your build goes south.

And – while we are at, we should suggest – if you’re looking for a tough LS short-block replacement to add your own heads and cam combo to, then Golen Engine Service also has you covered.

A special thanks to Chad Golen for his help with this guide, and we have a ton of respect for this experienced builder. Check out some of his sample builds below, and rest assured, if you don’t want to build your own, or need some advice, clicking on any of the links below will get you some serious LS horsepower in a jiffy.

LS1 Short Block 346ci – and economy solution for replacing your worn out LS1 short block. All the proper machine work is already performed for you, and assembled with quality components from Mahle and ACL.
LS2 Short Block 402ci – Featuring all forged internals, and potential beyond 500 HP.
LQ9 Short Block 408ci – Great big-cube iron block for extra strength at a reasonable price.
LS3 Short Block 416ci – Forged internals give this aluminum LS3 replacement potential for well over 600 HP.
LS7 Short Block 427ci – Can be set up with wet or dry sump oil system, and can produce 700 HP with the right heads and cam combo.
LS7 Short Block 440ci – 427ci just not big enough for you? Step up to this all forged bad-boy.
LSX Short Block 454ci – Known for its strength, this fully assembled, all forged rotating assembly GMPP LSX Iron block combo is capable of up to 800 HP.
RHS Short Block 454ci – Want the weight savings of an aluminum block, but still want a bullet proof block? Check out Golen’s RHS short block combos.
RHS Short Block 502ci – The LARGEST LS ENGINE to date! 800 HP should be no problem with this beast.
Good old fashioned atmospheric pressure just not enough for you? Check out Golen’s line of fully build, boost ready short blocks that can handle anything you can throw at them.
LS2 Boosted Short Block 402ci – Great replacement for your boosted LS2 GTO or Corvette. Good to about 15 PSI of boost.
LQ9 Boosted Short Block 408ci – Added strength from the iron block is perfect for the pressures from a Pro-Charger, or a TVS 2300.
LS3 Boosted Short Block 416ci – Turbo 5th Gen Camaro anyone? More cubes and added strength make this the perfect replacement for your new Camaro or Corvette’s short block.
LS7 Boosted Short Block 427ci – If the stock 500 HP in your C6 Z06 just isn’t enough, step up to this tough iron block capable of 20 PSI, and fire away with your pressurizer of choice.
LSX Short Block 427ci – This iron juggernaut can handle up to 30 PSI of boost for absolutely huge power.
RHS Short Block 427ci – Get the best of all worlds. This block is rated to handle colossal power levels of over 1,500 horsepower, and won’t add any weight to the front of your car thanks to its ultra-tough aluminum construction.
 
http://www.chevyhardcore.com/tech-s...d-ls-engine-builds-going-from-rags-to-riches/

https://www.hotrod.com/articles/max-overbore-for-ls-blocks/

Breakdown on GM’s LS Engines:

GM’s LS engine platform is often called the new small block Chevy and it’s entry into the marketplace signaled a higher performance era in GM motors with the same interchangeability that GM fans have come to expect. With almost a decade and a half in the market, the popular LS engine platforms have been showing up in the salvage yards in droves which means that cores can be found on the cheap. These engines have been showing up as engine swaps in just about every type of chassis imaginable.

If you’re inclined to take on the challenge of building one of these inexpensive powerplants from cores found in a wrecking yard, you should be a little familiar with the evolution of the LS Platform. To help with matters, we worked with Chad Golen and Billy Briggs on a down and dirty guide to LS Engines below, starting with the one that began the evolution, the LS1.

LS1


LS1

Showing up first in the 1997 model year C5 Corvette, this aluminum block engine was a departure from the previous small block Chevy engine platforms. Sharing very little in common with the previous SBC platforms, the LS1 created a buzz with automotive enthusiasts and hot rodders alike. Because of their comparatively small bores – 3.89 inches – LS1 blocks can only use LS1, LS6 and LS2 heads. Using heads designed for larger engines will cause valve-to-block interference. Transplanting an LS1 could become touchy because the 1997-2004 Vettes came with throttle by wire throttle bodies and electronics to operate them. You must have the accelerator pedal and TAC module from a 1997-2004 Vette that match the PCM programming to use the stock throttle body.

The 1998-2002 LS1 equipped Camaro and Trans Am cars used a pwm VATS system as an anti theft device. A VATS module in the steering column transmits a pwm signal to the ECM if the proper ignition key is inserted into the key switch. If the improper key is inserted, the system disables the injector pulses after 2 seconds of engine run time. When transplanting the engine from one of these vehicles, the VATS system must be defeated. Painless Performance offers a kit that will accomplish this.The 1997-2004 LS1 Corvettes use a serial VATS system. The ECM and BCM use serial communication which is not defeatable by an add on VATS module.

  • Displacement: 346ci
  • Block: Cast Aluminum
  • Heads: Aluminum with 15 degree cathedral port
  • Compression: 10:1
  • Bore & Stroke: 3.900” x 3.622”
  • Specs: rated at 350 hp and 365 lb·ft used in the Corvette from 97-04. It was also used in GM F-Body cars with a rating of 305HP – 325HP.
  • Where to look: 1998-2002 GM F-Body Camaro Z28 and SS, Pontiac Formula and Trans Am, 1997-2004 C5 Corvette, 2004 Pontiac GTO.
Notes: 1997-1998 LS1 engines had perimeter bolt valve covers.

Casting number 12550592 was available in the 1997 Corvette in the first production year. In the 1998 Corvette, Camaro and Firebird model with the 12550592 had casting improvements for added strength.

Casting number 12559846 (1998-1999) had an improved cylinder liner design

Casting number 12559090 (1998) was a midyear revision with new cam bushing material.

Casting number 12559378, 12559846 and 12560626 were released in 2000 with a cored rear cover oil passage design change.

LS2


LS2

The LS2 was introduced as Corvette’s new base engine in 2005. Using “243” casting heads, a smaller camshaft and an additional 18 cubic inches. Compression was raised from the LS1 and a different intake manifold and larger 90mm throttle body were incorporated. The LS2 intake manifold featured a larger plenum and re-contoured runners. NASCAR used the LS2 as the basis for the Spec engine used in NASCAR’s Camping World Series East and West divisions in 2006.

What makes the LS2 popular with engine builders is that the block is compatible with the high flowing and desirable L92 cylinder heads. The larger, 4.00-inch bore of the LS2 enables it to use LS1/LS6 heads, as well as L92-style heads.

LS2 engines from 2005 Corvettes and 2005-2006 GTOs and Chevrolet SSRs with engine codes ZJA, ZJB, 5MC, YTA and 6MC all had 24X crank position sensor reluctor wheels. These LS2 engines can be operated with an LS1 ECM and a fuel injection harness from Painless Performance, along with an LS1 Corvette style accelerator pedal and TAC module.

LS2 engines in 2006 and later Corvettes were equipped with a 58X crank position sensor reluctor wheel. These engines can be operated with a Painless Performance fuel injection harness, an E-38 ECM and 2006 and later Corvette accelerator pedal.

  • Displacement: 364ci
  • Block: Cast Aluminum
  • Heads: Aluminum with 15 degree cathedral port
  • Compression: 10.9:1
  • Bore & Stroke: 4.000” x 3.622”
  • Specs: rated at 400 bhp @6000rpm and 400 lb·ft @4400 rpm larger displacement of 5,967 cc (5.967 L; 364.1 cu in)
  • Where to look: 2005-2006 Pontiac GTO, 2005-2006 Chevrolet SSR, 2005-2007 Corvette, 2006-2007 Cadillac CTS-V, 2006-2009 Chevrolet TrailBlazer SS
LS3


LS3

The LS3 was introduced as the Corvette’s new base engine for the 2008 model year producing 430 hp @ 5,900rpm and 424 lb-ft @ 4,600 rpm without the optional Corvette exhaust. The LS3’s block is an updated version of the LS2 casting with a larger bore at 4.060” creating a displacement of 376 ci. The LS3 also used the highly desirable L92 cylinder heads and a more aggressive camshaft and revised valvetrain. The stock LS3 is fitted with a 2001 LS6 camshaft that is modified with more intake lobe lift. Other features included offset rocker arms, high flowing intake manifold, a slightly stronger block than the LS2 and larger injectors from the LS7 platform. The LS3 block can use any head except for the LS7 and C5R.

LS3 engines in 2008 and later Corvettes were equipped with a 58X crank position sensor reluctor wheel. These engines can be operated with a Painless Performance fuel injection harness, an E-38 ECM and 2006 and later Corvette accelerator pedal.

  • Displacement: 376ci
  • Block: Cast Aluminum
  • Heads: Aluminum with 15 degree cathedral port
  • Compression: 10.7:1
  • Bore & Stroke: 4.065” x 3.622”
  • Specs: rated at 430bhp @5900rpm and 424lb-ft @4600rpm
  • Where to look: 2008-2012 Corvette, 2009 Pontiac G8 GXP, 2010 and up Chevrolet Camaro SS.


LS4


LS4

The oddball LS4 is a 325ci version of the Gen IV small block with a different bellhousing bolt pattern adapted for transverse front-wheel drive applications. GM shortened the crankshaft 13mm at the flywheel end and 10mm at the accessory drive end to shorten the length of the engine. The accessories are driven with a single serpentine belt and the water pump is mounted remotely to save space. It uses the same cylinder head as the Generation III LS6 engine. Unless you’re modifying a front-wheel drive car, the LS4 platform is of little value to hot rodders looking for an engine swap.

  • Displacement: 325ci
  • Block: Cast Aluminum
  • Heads: Aluminum with 15 degree cathedral port
  • Specs: rated at 303 hp and 323 lb·ft
  • Where to look: 2006-2009 Chevrolet Impala SS, 2006-2007 Chevrolet Monte Carlo SS, 2005-2008 Pontiac Grand Prix GXP and the 2008 Buick LaCrosse Super.
LS6


LS6

The LS6 platform is basically a higher output version of the LS1 engine with the same capacities only with better heads (243 head castings). Originally only used in the high performance C5 Corvette Z06 model, the LS6 was later used in the Cadillac CTS-V for two years before being replaced by the LS2. The LS6 shared the same basic design as the LS1 but improvements like the windows cast into the block between cylinders for bay to bay breathing, increased main web strength, higher flow intake manifold and a cam with higher lift and duration were incorporated. The key features of this engine is the higher compression ratio, sodium filled hollow stem valves and revised oiling system. Because of their comparatively small bores – 3.89 inches – LS6 blocks can only use LS1, LS6 and LS2 heads. Using heads designed for larger engines will cause valve-to-block interference.

Transplanting an LS6 could become touchy because the 2001-2004 Vettes came with throttle by wire throttle bodies and electronics to operate them. You must have the accelerator pedal and TAC module from a 2001-2004 Vette that match the PCM programming to use the stock throttle body.

The 2001-2004 LS6 Corvettes use a serial VATS system. The ECM and BCM use serial communication which is not defeatable by an add on VATS module. Best option on these is to use a different throttle body / ignition system or carburetor.

  • Displacement: 346ci
  • Block: Cast Aluminum
  • Heads: Aluminum with 15 degree cathedral port
  • Compression: 10.5:1
  • Bore & Stroke: 3.900” x 3.622”
  • Specs: The initial LS6 in 2001 was rated at 385 bhp and 385 lb·ft, but the engine was modified for 2002 through 2004 to produce 405 bhp and 400 lb·ft of torque.
  • Where to look: 2001-2004 Chevrolet Corvette C5 Z06 and 2004-2005 Cadillac CTS-V.
Casting number 12561168 for LS6 was the first year for bulkhead vent windows in #2, #3, and & #4 bulkheads which eliminated the need for 28.5 mm drilled vent hole.

LS7


LS7

The LS7, while based on the Gen IV architecture, has several major changes in it’s design. Inspired and influenced by Corvette’s Le Mans racing program, the LS7 incorporates some serious race engineering in the engine’s development. The block itself has larger sleeved cylinders with a longer stroke. The crankshaft and main bearing caps are forged steel for strength and the connecting rods are forged titanium with hypereutectic pistons. Heads feature Del West 2.20” titanium intake valves and 1.61” sodium filled exhaust valves.

The hardware on the LS7 alone is impressive but the engineering incorporated in the package is very advanced for a production motor. The LS7 features a dry sump oil system and CNC ported 12 degree head castings. The cylinder heads, with the larger valves, flow an incredible 370 cfm. These engines are hand built by the General Motors Performance Build Center in Wixom, Michigan. The bad news? You’re probably not going to find one of these in your local wrecking yard. LS7 blocks should be matched with heads designed for at least 4.10-inch bores; and 4.125-inch bores are preferred.

LS7 engines in 2006 and later Corvettes were equipped with a 58X crank position sensor reluctor wheel. These engines can be operated with a Painless Performance fuel injection harness, an E-38 ECM and 2006 and later Corvette accelerator pedal.

  • Displacement: 427ci
  • Block: Cast Aluminum
  • Heads: Aluminum with 12 degree rectangle port
  • Compression: 11:1
  • Bore & Stroke: 4.125” x 4.000”
  • Specs: Rated at 505 hp at 6300 rpm and 470 lb·ft at 4800 rpm with a 7000 rpm redline.
  • Where to look: 2006-2012 Chevrolet Corvette Z06

LS9

LS9

It’s extremely unlikely that you’ll find a wrecked ZR1 Corvette in a junkyard, and if you do, you are going to pay for this high end salvage piece. These factory supercharged engines are based off of the LS3 block because of the higher cylinder pressures created by the supercharger which requires thicker cylinder walls. If you are looking for a motor that pumps out around 600 horses, is emissions legal and will last for 100,000 miles, your best bet is to buy this crate engine from General Motors Performance Parts at a price tag just north of 20K.

  • Displacement: 376 ci
  • Block: Cast Aluminum
  • Heads: Aluminum with 15 degree rectangle port
  • Compression: 9.1:1
  • Bore & Stroke: 4.065” x 3.622”
  • Specs: Rated at 638 hp and 604 lb-ft
  • Where to look: 2009 and newer Corvette ZR1


LQ4 “Junkyard Special”


LQ4

Based on the LS engine, this 6.0 Liter truck engine was designed to bridge the gap between the new LS small blocks and Big Blocks for the truck applications. The major difference in the LQ4 engine is that they are cast iron instead of aluminum. Bolting a set of LS6 heads to the iron block, the LQ4 was born. The 1999 and 2000 model year engines had cast iron heads with all other model years sporting the cast aluminum heads. The beefy iron block and the 4.000” cylinder bores that can accommodate the GM L92 heads, make for some serious horsepower at budget prices. For junkyard engine builds, these are a very desirable engine. The LQ4 and LQ9 are the most common Gen III LS blocks, and are very desirable due to the big bore and durable iron construction. Some have made 1,500+ HP on this block.

All trucks manufactured with Gen III & IV engines have a serial anti-theft system. This serial anti-theft system is only defeatable through ECM reprogramming. You should plan on having the ECM re-flashed when installing this into your transplant vehicle.

  • Displacement: 366ci
  • Block: Cast Iron
  • Heads: Cast Aluminum or Cast Iron 15-degree cathedral port
  • Compression: 9.4:1
  • Bore & Stroke: 4.000” x 3.622”
  • Specs: Rated at 300 horsepower to 325 horsepower and 360 lb·ft to 370 lb·ft from the factory.
  • Where to look: 1999-2004: Chevrolet Express/GMC Savana, Chevrolet Silverado 2500, Chevrolet Suburban/GMC Yukon XL Denali, Hummer H2.
LQ9


Vortec Max LQ9

Marketed as the Vortec HO 6000 and later as the VortecMax, the LQ9 was a higher output version of the LQ4. Specially designed for the Cadillac line, the engine found it’s way into GM’s truck line as the VortexMax in 2006. The LQ9 featured a bigger cam and higher compression flat top pistons for an extra 10 horses and 10 lb-ft output over the LQ4. Like it’s predecessor, the LQ9 is a highly valued engine for budget rebuilds of stock engines that can be pushed to a higher horsepower level.

All trucks manufactured with Gen III & IV engines have a serial anti-theft system. This serial anti-theft system is only defeatable through ECM reprogramming. You should plan on having the ECM re-flashed when installing this into your transplant vehicle.

  • Displacement: 364ci
  • Block: Cast Iron
  • Heads: Cast Aluminum 15-degree cathedral port
  • Compression: 10:1
  • Bore & Stroke: 4.000” x 3.622”
  • Specs: Rated at 345 hp and 380 ft·lb from the factory.
  • Where to look: 2002-2006 Cadillac Escalade, Cadillac Escalade EXT, 2003-2006 Cadillac Escalade ESV, 2003-2007 Chevrolet Silverado SS, 2004-2005 Chevrolet Silverado and GMC Sierra (Vortec HO Edition only), 2006-2007 Classic Chevrolet Silverado and GMC Sierra VortecMax Option.
LY6


LY6

Another cast iron truck block, the LY6 is the replacement for the LQ4. Sharing the same bore and stroke as the LQ4, the LY6 added variable valve timing which makes the powerband a little broader. These engines came from the factory with the high flowing L92 heads and increased compression. They may be too new to readily find in the wrecking yards, but patience and a lot of searching could reward you with a stock 352 horsepower block.

All trucks manufactured with Gen III & IV engines have a serial anti-theft system. This serial anti-theft system is only defeatable through ECM reprogramming. You should plan on having the ECM re-flashed when installing this into your transplant vehicle.

  • Displacement: 364ci
  • Block: Cast Iron
  • Heads: Cast Aluminum 15-degree rectangle port
  • Compression: 9.67:1
  • Bore & Stroke: 4.000” x 3.622”
  • Specs: Rated at 352 hp and 382 ft-lbs.
  • Where to look: 2007 to present: Chevrolet Silverado HD, GMC Sierra HD, Chevrolet Suburban 3/4 ton, GMC Yukon XL 3/4 ton.
L76


L76

Also referred to as the new VortecMax, the L76 is often considered the replacement for the LQ9 engine. The L76 is an aluminum block version of the LY6 that incorporates features like variable cam phasing and active fuel management. Other differences include a higher compression ratio and bigger camshaft. A second version of the L76 was manufactured with an LS style intake for the Pontiac G8 GT which dropped the variable valve timing feature.

All trucks manufactured with Gen III & IV engines have a serial anti-theft system. This serial anti-theft system is only defeatable through ECM reprogramming. You should plan on having the ECM re-flashed when installing this into your transplant vehicle.

  • Displacement: 364ci
  • Block: Cast Aluminum
  • Heads: Cast Aluminum 15-degree rectangle port
  • Compression: 10.4:1
  • Bore & Stroke: 4.000” x 3.622”
  • Specs: Rated at 366 hp and 376 ft-lbs in the truck versions 361 hp and 385 ft-lbs in the Pontiac G8.
  • Where to look: 2007-2009: Chevrolet Surburban, Chevrolet Avalanche, Chevrolet Silverado, GMC Sierra, GMC Yukon XL and 2008-2009 Pontiac G8 GT.


Searching the Junkyard

Before you even head out to the junkyard, it’s beneficial to identify the parts that you are looking for, know which vehicles are donor vehicles and set a parts budget. These three tips work inconjuction with each other and will help keep your project in the budget range.

  • For example, when you are identifying the components that you want to search for at the local junkyard, try to select parts that are more common. Not only are your chances of finding a decent component better, but the larger the parts market is for the component, the cheaper the cost will be. The more rare a part is, the more you can expect to pay for it. Golen explained, “Doing an engine build with parts from the junkyard is going to take a person that is willing to do the homework, willing to ask questions and willing to do the legwork. Getting all the parts for a real strong performing motor from the junkyard can be done, and the complete project can be assembled at a cost between $2,000 to $2,5oo, but it’s going to take a sharp do it yourself guy that will put in the time.”

This LQ4 was rescued from a wrecking yard.

  • Once you have your parts list in hand, you’ll want to make sure you are prepared for the actual search. Bring a printed out list and even pictures in you could. An iPad or Tablet with WiFi would be even better!
  • In addition to the common hand tools and gloves, you will want to bring an inspection mirror, a magnet and a good flashlight. According to Briggs, “A flashlight and inspection mirror will come in handy when checking for casting numbers or the bottom side of the pistons. The magnet comes in handy when you are checking for metal deposits in the oil pan.”

An LS3 block is a rare junkyard fine but well worth it.

Searching For Parts..

The Block: Aluminum or Cast-Iron

LS blocks came in both aluminum and cast iron versions. with so many different engine blocks in the LS family to choose from, how do you decide?

“Cast iron is the ticket,” says Billy Briggs. “For a budget build, and from a performance standpoint, the LQ4 and LQ9 cast iron blocks are the way to go. You’re going to have problems with a stock block if you try to push it too much but cast iron is the one that you can push the most without too much risk,” he added. Chad Golen also preferred the cast iron block for this type build, “Without a doubt, I would look for an LQ9 truck engine block. If you can pick up the entire complete engine with intake, ECM, accelerator pedal and harnesses, you’ll be miles ahead of the game.”

According to Briggs, “The LQ4 and LQ9 cast engines with their aluminum heads and composite intakes are well designed to work together and there is no reason to try and mix and match other heads or intakes for this type of budget build.” He quickly added; “You will want to get the wiring harness, computers, sensors and gas pedal with the engine when you pull it from the vehicle. Don’t clip the wires and find out later that it costs you more in the long run to replace these electrical components and have them calibrated to your engine.” Golen added, “If you can’t get the matching heads for the engine block, it’s worth your time and the extra expense to find a set of L92 heads from a Cadillac 6.2 liter engine.”


LQ9 cast iron block.

Briggs says that the production blocks are stronger than most people give credit. “These blocks are pretty solid pieces that don’t have any inherent problems,” explained Briggs,” but when you go to put the heads back on, I wouldn’t use the GM MLS gasket. They are good but for 90 bucks you can put the FELPRO MLS gasket on it.” The bottom line on Gen III cast iron blocks is durability. To illustrate that point, Briggs said “If you bought a 6 liter truck motor, bought new rods and pistons, honed it out with plates, you could make 1,000 horsepower all day long.”


The LQ9 “317” casting number head. (Photo from LS1TECH.com)



A Word About Flex Fuel GM Trucks

General Motors manufactured full size trucks with two different types of flex fuel systems. The early type used from 2002-2005 utilized a fuel composition sensor (FCS). This sensor measured the ethanol content and temperature of the fuel and sent a pwm signal back to the ECM. The ECM applied this signal to a look up table which gave different commanded air/fuel ratios according to different amounts of ethanol in the fuel. The Fuel injectors on these engines are larger than the non-flex fuel type and also use a different connector.

ECMs from these vehicles require the signal from a FCS in order to command the correct air/fuel ratio. If there is no signal is present, the ECM commands an air/fuel ratio that would allow the engine to operate regardless of ethanol content in the fuel. This default air/fuel ratio is rich for 100% gasoline and lean for 85% ethanol. Aftermarket fuel injection harnesses can be purchased that allow keeping the flex fuel design with the addition of an FCS sensor and the matching ECU or the flex fuel design can be eliminated by changing the fuel injectors and changing the VIN on the ECM to a non-flex fuel VIN.

In 2006 GM changed the way ethanol percentage of fuel was calculated by their trucks. The new system was called The Virtual Flex Fuel System. Instead of using an additional sensor in order to measure ethanol content, the ECM had a software upgrade which allowed it to make this measurement by utilizing the fuel tank pressure sensor and level sensor signals. When the key is turned on the ECM looks to see if the fuel tank level sensor signals at least a 2 gallon change from the last key off. If the sensor picks up a 2 gallon change, the ECM shuts the tank vent solenoid, monitors the fuel level and fuel tank pressure. These readings are applied to a formula which gives an ethanol percentage. The commanded air/fuel ratio is then changed according to ethanol percentage of the fuel.

In 2006, GM trucks used the same 160 pin ECM with blue and green terminal position assurances as did the 2002-2005 trucks. Aftermarket injection wiring harnesses designed for this ECM and use the factory accelerator pedal and TAC module from the transplant vehicle.

Truck Engines and Throttle by Wire

GM’s V8 throttle by wire lineup consisted of 2000-2002 Gen 3 truck engines and 2003-2006 Gen 3 truck engines with either the 4L60E or 4L80E transmissions. The difference between earlier throttle by wire and the later version is because of a throttle body design change for the Gen 3 truck engines. Engines built in 2002 or earlier came with a throttle body much like the LS1 in the Corvette. These throttle bodies are easily identified by the black TAC motor on the passenger side of the throttle body and the TPS opposite to it. 2003 and later throttle bodies have the TAC motor and TPS both on the passenger side.

Aftermarket fuel injection wiring harnesses can be purchased to adapt these throttle by wire systems to work in your transplant vehicle or you can swap out to a throttle by cable type throttle body. The most popular throttle body conversions include the LS1 or LS6 throttle by cable throttle body.

“For a junkyard build,” Golen says, “it’s easier and cheaper to stay with the F-body type cable setup. You can make the throttle by wire system work, but it will require more expense and effort.”


Throttle by wire (Left) and throttle by cable (Right) throttle bodies are identified by an electrical actuator or cable quadrant on the side of the unit.







Cylinder Heads and Casting Numbers

Briggs told us that “The 317 casting number truck head is pretty hard to beat. It’s actually a pretty good head when it comes to boost because of the bigger combustion chamber.” We checked the 317 casting number flow numbers out and found that they are pretty much the same flow as the LS6 heads. For a budget friendly junkyard build, these heads are a pretty good deal, but only if you are planning on using a power adder like a turbo or supercharger.

An LS6 style head is good for naturally aspirated applications because of the smaller combustion chamber. L92 cylinder heads have become very popular additions to the LQ4/LQ9 iron truck blocks because of their flow. The L92 heads have proven themselves to be rockets based on the racing influenced design of the heads which have raised runner floor and wider port opening by virtue of an offset intake pushrod. Golen believes that “it’s worth the time and effort to find a set of L92 heads for your cast iron block. There are big horsepower gains that can be made with that combination.”

Here’s a quick rundown on the LS cylinder heads by casting numbers:

Casting Number 12564241 or 12559853

  • 1997-2003 LS1 Passenger Cars
  • Aluminum
  • Combustion Chamber Volume: 66.67cc
  • Compression Ratio: 10.1:1
  • Intake Port Volume: 200cc
  • Exhaust Port Volume: 70cc
  • Intake Valve: 2.00”
  • Exhaust Valve: 1.55”
  • Part #12559853 (1997-2000), 12564241 (2001-2003)
Casting Number 12564243

  • 2001 LS6 Passenger Car
  • Aluminum
  • Combustion Chamber Volume: 64.45cc
  • Compression Ratio: 10.5:1
  • Intake Port Volume: 210cc
  • Exhaust Port Volume: 75cc
  • Intake Valve: 2.00”
  • Exhaust Valve: 1.55”
  • Part #12564243
Casting Number 12562317 or 12572035

  • 2001-2004 LQ4/LQ9 equipped truck
  • Material: Aluminimum
  • Combustion Chamber Volume: 71.06cc
  • Compression Ratio: 10:1
  • Intake Port Volume: 210cc
  • Exhaust Port Volume: 75cc
  • Intake Valve: 2.00 inches
  • Exhaust Valve: 1.55 inches
  • Part Number: 12572035
Casting Number 12561873

  • 1999-2000 LQ4 equipped truck
  • Material: Cast Iron
  • Combustion Chamber Volume: 71.06cc
  • Compression Ratio: 9.5:1
  • Intake Port Volume: 210cc
  • Exhaust Port Volume: 75cc
  • Intake Valve: 2.00 inches
  • Exhaust Valve: 1.55 inches
Casting Number 12561706 or 12559852

  • 1999-2004 LR4 equipped truck
  • Material: Aluminum
  • Combustion Chamber Volume: 61.15cc
  • Compression Ratio: 9.5:1
  • Intake Port Volume: 200cc
  • Exhaust Port Volume: 70cc
  • Intake Valve Diameter: 1.89 inches
  • Exhaust Valve Diameter: 1.55 inches
  • Part Number: 12559852, 12561706
Casting Number 12558806 or 933

  • 1997-1998 LS1 (Perimeter Bolt) Passenger Car and Corvette
  • Material: Aluminum
  • Combustion Chamber Volume: 66.67cc
  • Intake Port Volume: 200cc
  • Exhaust Port Volume: 70cc
  • Intake Valve Diameter: 2.00 inches
  • Exhaust Valve Diameter: 1.55 inches
Casting Number 2716 and 5364

  • 2008+ LS3/L92 Passenger cars and Corvette
  • Material: Aluminum
  • Combustion Chamber Volume:68.4cc
  • Intake Port Volume:257cc
  • Exhaust Port Volume:86cc
  • Intake Valve Diameter:2.165 inches
  • Exhaust Valve Diameter:1.59 inches



LS7 Intake manifold with fuel rails.

Intake Manifold

When it comes to the subject of getting air to your engine, Briggs says that there are limitations on stock piece. The factory LS6 intake is pretty decent, as is the LS3 and LS7. But when it comes to truly making power, it make more sense to put a carb’d style intake on or a FAST unit.

“The truck engine intake flows a lot of air but it’s also the tallest. If there is a concern over space issues and the intake fitting under the hood, then you’re going to be forced to use the lower profile intake. The Z06 style manifold is the better one of the car intakes.” Briggs also explained that the intake off of an F-body Camaro (LS1) would bolt to the truck blocks and work well when space was at a premium.

Golen would opt to stay with the LS1/LS3/LS7 F-body intake “for cost and ease of making the fuel system work properly. The F-body intake includes fuel rails that are a returnless design. Less cost, less plumbing and less work.”




GM LS9 Crankshaft

Crankshafts

There’s no need to worry about the quality of a stock crankshaft with a turbo or reasonable horsepower supercharger engine, according to Briggs. “The stock crank is fine. I’ve made over 1,000 horsepower with a stock crank. It’s not the ideal situation and not something that I would not plan on doing routinely but it proves that the stock crank can handle more than the stock cranks of the 70’s or 80’s.”

There are some issues to be aware of however. The 1999 & 2000 LQ4 engine came stock with a 0.44″ longer crankshaft to accommodate the 4l80E transmission engine/tranny combination that was offered in the stock vehicles during that period. The early LQ4 blocks can run the older SBC style transmissions like the TH350, 700R4 and TH400 with no problem. If you want a newer LQ4 block to run an old style transmission, you have to install an older style crankshaft into the block or use a crank spacer for the flex plate.” Golen echoed Briggs by saying, “The stock crank is worth keeping unless you want to push the engine. Then it’s worth it to upgrade to an aftermarket piece.”

Rods & Pistons

Factory pistons are definitely the weak point of the LS family. Assuming you’re looking at a non-LSA/LS9 engine, you’re looking at hypereutectic pistons that won’t survive under high horsepower or boost. However, at the 500-600 horsepower level, they will do for budget builds. The LS7 piston and LS3 piston is a little more stout than the truck or LS1/LS2 units; so you might be able to push things a little bit. However, inexpensive pistons are cheap enough that if you’re scouring the junkyard for pistons you are probably penny-wise and pound-foolish. Same thing with rods, if you’re looking for pistons or rods, for the most part, inexpensive aftermarket offerings are inexpensive and strong.

In Conclusion

We believe that the LS is more than the small block Chevy of this generation. Engine parts are as plentiful and they are clearly better than small block Chevy parts. So we’re talking better design and technology, equal availability, and more durability. We hope this guide helps you identify and pick the best LS parts that your money can buy, and whether you’re surfing a junkyard, Craiglist, or trying to sweet talk your buds into hooking you up – now you know what you need!
 
Last edited:


 
Last edited:
http://www.hotrod.com/articles/ls-turns-20-retires/
https://books.google.com/books?id=8...hDoAQhhMAk#v=onepage&q=afr dyno tests&f=false
The LS Turns 20 … and Retires
Written by Jeff Smith on September 25, 2017
GM Archives - Photography;





It’s enough to give the rest of the V-8 world an inferiority complex. Big, V-8 engines are very much an American thing while the rest of the world seems to prefer buzzy little four cylinders or perhaps quiescent electric motors. But here in the land of the free and home of More Torque, our preferences lie with big, powerful two-valve pushrod engines.

The Redesigned LaCrosse
Compare Buick ® & The Lexus ES. See Trims, Packages & More Here!


www.Buick.com/vs_Lexus_ES

Perhaps it’s appropriate that the movie The Lost World, Jurassic Park opened in 1997, the same year as the LS1. Appropriate because this latest iteration of the small-block Chevy really made the Gen I small-block seem antediluvian. In a quick two decades, even that original LS1 now seems frail compared to today’s steroidal Gen V technology.


We thought it might be fun to look back at how far this all-aluminum small-block has progressed, make some comparisons, and track its progression from the humble LS1 to the assertive Gen V LT1 and big-brother LT4.







Legacy is an appropriate descriptor that’s often applied to the Gen III family of engines that grew out of the Gen I small-block of 1955. The LS1 retained several important design aspects, including the small-block’s 4.400-inch bore spacing as well as the same bellhousing bolt pattern. This nod to the past was no accident. These simple steps allowed car builders to easily adapt the new LS to older cars, creating a whole new segment of the performance industry.

The New Buick ® LaCrosse
Compare Specs, Features & More. Visit the official Buick Site Here!


www.Buick.com/vs_Ford_Taurus

While the Gen III is architecturally more similar than different compared to its Eisenhower-era predecessor with pushrods, two valves per cylinder, and a wedge combustion chamber, that’s pretty much where the similarities end. Besides the deep-skirted block that adds strength, the most significant changes were all in the cylinder heads. Port flow increased dramatically, accompanied by a radical shift from a 23-degree valve angle to a much flatter and flow-enhancing 15-degree angle accompanied by attendant changes in the ports that complemented the valve angle. Plus, a far flatter and more efficient combustion chamber allowed a welcomed increase in compression. The changes not only added power but were accompanied by improved fuel economy and lower exhaust emissions. This was the engineering equivalent of a trifecta.

Taking a somewhat broader view, improving power and efficiency can only be achieved with control. If we look at the Gen III, it is a study in controlling events. The engine control Unit (ECU) knows not only where the crank is at all times but the camshaft as well and can manipulate performance and mileage with injector pulse width, electronic throttle control (ETC), and timing.

2017 Buick ® Envision
Compare Envision & The Competition. View Specs, Features & More Here!

Buick.com/Envision_vs_Acura_RDX
The ECU knows when the engine detonates and can adjust for that on the fly, compensating for elevated engine inlet air temperature, all while making tuning adjustments in millisecond increments. Even the smallest of the Gen III engines, the 4.8L and 5.3L truck engines, enjoyed major power improvements over the Gen I and II designs.

The first big performance enhancement came with the LS6 bumping power by 55 hp to 405. It was clear a horsepower race was enjoined with the appearance of the 427ci, 7.0L LS7 touting 505 hp and 470 lb-ft of torque. Everybody wanted an LS7. It reminded the older guys of the rock ’n’ roll ’60s, right down to the RPO numbers. But what was this? A factory V-8 with a dry-sump oiling system? Only race cars have dry sumps. The sprint was now a full-on stampede. What could they do to top an LS7?

The LS2 actually predated the LS7 and quickly experienced a few minor improvements that were sufficient to call it a Gen IV engine. This engine enjoyed a displacement bump to 6.0 liters with a 4.00-inch bore and base power of 400 hp, but that remained only for a short time until the LS3 debuted. Here was where the promise of big power began its climb.

Engine guys could see the telltale signs with the single Internet digital image of those rectangle-shaped intake ports. Those ports where huge, everyone said. And the power numbers jumped again along with displacement now up to 6.2 liters (375 inches). Could it get any better? Absolutely!

The horsepower escalator was hooked directly to GM’s dyno cell and those guys in the white coats were pushing all the right power buttons. You can only get so much from using atmospheric pressure, so the next best thing was to use a pump to push the air into the intake ports. The LS9 was essentially the answer to the age-old quest. The C6 Corvette raised the stakes with 638 hp and 604 lb-ft of torque using a Roots-style Eaton 2300cc supercharger on top of an already outstanding 6.2L engine. This made monster power and carried a warranty!

This was followed by a milder LSA supercharged version for the ZL1 Camaro and Cadillac CTS-V, this time with a smaller 1.9L Eaton blower making 556 hp and 551 lb-ft of torque. Both the LS9 and LSA are now available as crate engines in Chevrolet Performance’s expansive 400-page horsepower catalog with the LSA the much more affordable of the two. Keep in mind as well that these are SAE horsepower and torque ratings that are much more conservative than the typical hot rod correction factor. The difference is the factory rating system is about 5 percent lower than the hot rod factor, meaning that a 556 hp rating for the LSA is roughly equal to 580 hp using the hot rod correction factor. This is true for normally aspirated engines as well.

While power is always a good thing, control has improved at the same time. Fuel mileage has often thought to be the antithesis of performance, but creative engineering means coming up with ways to accomplish both. First it was variable valve timing (VVT), which exerts control over cam timing by allowing the ECU to advance or retard the cam as much as 62 degrees in Gen IV engines. Add to that what GM calls Active Fuel Management (AFM), which really is the art of pulling four cylinders off line under light power applications in search of better fuel mileage.

The search for more internal combustion power throughout the 20th century was most often accomplished on either side of the combustion chamber. But to the true devotees of combustion science, much of the real magic happens in the combustion space above the piston. The Gen IV engines had proved to be excellent role models with regard to power, which of course predicated a goal toward increased efficiency. The next step toward increased fuel management was to move its point of entry from upstream of the intake valve to inside the combustion chamber. The acronym creators call this gasoline direct injection or GDI.

This is not new science. Diesel engines have been perfecting this art for nearly as long as the internal combustion engine. Sprint Car engine builders have been doing this for decades. The key to GDI was to improve the combustion event with the goal of extracting more power from less fuel. The trick to injecting fuel into the combustion chamber is to do so at extreme pressures to ensure vaporization. This is exactly what the Gen V LT1 is all about. A high-pressure pump located just above the lifter valley generates pressures as high as 2,300 psi. The mechanical pump is driven off the camshaft and the fuel is shot directly into the center of the combustion space on top of the piston just after the intake valve closes.

Not only does this precisely control the fuel to each cylinder but the direct injection also allows a higher compression ratio for the same octane, which has the mutually beneficial effect of improving fuel mileage while simultaneously increasing power. While the LT1 has garnered much of the attention as the engine for the Corvette and Camaro, GDI is also shared with the newest truck engines as well. The 5.3L L83 and the 6.2L L86 truck powerplants are not only all-aluminum torque beasts but also enjoy the benefits of GDI.

A little-known fact about the L86 truck engine is that while its horsepower rating is down compared to the LT1, by merely installing the LT1 oil pan and intake manifold on this engine, you essentially have an LT1 as all other aspects, including the compression ratio, cylinder heads, and the camshaft as they are all the same. GM merely tuned the intake manifold to build more torque for the truck applications. So in the near future, it would pay dividends to keep an eye out for the L86 as another of the best deals in horsepower to come out of the small-block legacy.

So while the Gen III LS1 is now 20 years old and has been usurped by its newer Gen V cousins, the foundation of pushrod, two-valve-per-cylinder performance is still as robust as ever. Let the other guys build their ultra-complex, dual overhead cam engines. The line still forms just behind the Gen V. It would be smart to check in with the LS movement every once in a while. It’s bound to change again soon and no doubt for the better.

Power Numbers

Engine Displ. HP TQ
LS1, Gen III 5.7L, 346ci 350 365
LS6, Gen III 5.7L, 346ci 405 400
LS7, Gen III 7.0L, 427ci 505 470
LS2, Gen IV 6.0L, 364ci 400
LS3, Gen IV 6.2L, 376ci 430 425
LS9, Gen IV* 6.2L, 376ci 638 604
LSA, Gen IV* 6.2L, 376ci 556 551
LT1, Gen V 6.2L, 376ci 460 465
LT4, Gen V* 6.2L, 376ci 650 650
*Supercharged

Bore and Stroke Combinations

Displacement Bore Stroke
4.8L 293ci 3.78 3.26
5.3L 325ci 3.78 3.62
5.7L 346ci 3.89 3.62
6.0L 364ci 4 3.62
6.2L 376ci 4.065 3.62
7.0L 427ci 4.125 4
Compression Ratios

Engine Compression
Ratio
LS1 10.25:1
LS6 10.5:1
LS2 10.9:1
LS3 10.7:1
LS7 11.0:1
LT1 11.5:1
01-ls-20-year-anniversary.jpg

Dean Livermore of Hot Rods by Dean is shown fine-tuning our LS-powered Road Tour 1959 Chevy … and it’s still running strong having survived several Hot Rod Power Tours as well as a summer on the Road Tour. Amazingly reliable motor.
02-ls-20-year-anniversary.jpg

The fun with an LS and hot rodders is that you never know what you are going to get … “like a box of chocolates,” as the old movie line goes. How about a full set of Speedway Motors 9Super7 carbs on an Edelbrock intake manifold for this LS.
03-ls-20-year-anniversary.jpg

Here the LS used in our 1959 Chevy was set up by Shaver Engines topped off with an Inglese-stacked injection system.
04-ls-20-year-anniversary.jpg

Another mildly customized LS, this time again set up with an Inglese eight-stack EFI. Note coil packs were retained on top of the valve covers but hidden beneath faux valve covers.
05-ls-20-year-anniversary.jpg

This LT1 is the latest generation of what began as the LS1 in 1997. Now outfitted with gasoline direct injection (GDI) and more compression, the original LS1 made 350 hp while the current LT1 makes 460. Think you’d feel the difference?
06-ls-20-year-anniversary.jpg

This LS3 is topped off with a FAST LSXR intake; note coil packs are removed from the top of the valve covers and placed forward in the engine compartment on the frame.
07-ls-20-year-anniversary.jpg

We’ve had 20 years to perfect the LS engine swap and the move has become incredibly pervasive. This is an EROD LS swap into a G-body El Camino perfected by the guys at Holley.
08-ls-20-year-anniversary.jpg

Here is an LS3 as you may have received from Chevrolet Performance.
09-ls-20-year-anniversary.jpg

A quick way to spot a factory Gen IV LS engine is by the front-mounted cam sensor. Of course, it’s also very easy to swap one of these covers onto an earlier engine, as shown here on an iron 6.0L block so be vigilant.
10-ls-20-year-anniversary.jpg

This LS is all business, retaining stock coil pack location, Hooker exhaust manifolds, and FAST LSX intake.
11-ls-20-year-anniversary.jpg

How much better is GDI over multipoint fuel injection? A fair comparison would be to look at the horsepower and torque of the 6.2L LS3 versus the 6.2L LT1. It’s really not a fair fight since the LT1 (shown) has a full point more compression that helps it make 30 more horsepower and a shocking 40 lb-ft more torque.
12-ls-20-year-anniversary.jpg


13-ls-20-year-anniversary.jpg

We put the Chevrolet Performance crate engines to a dollar-per-horsepower test and the contest came down to a tie between the LS376 480 hp and LS376 515 hp versions of the LS3. The 480 hp version really makes 495 hp as an LS3 with a factory HOT cam with 0.525-inch lift. This is a carbureted engine.
14-ls-20-year-anniversary.jpg


15-ls-20-year-anniversary.jpg

Among the most significant changes in the LS series was the Gen IV configuration change to larger volume rectangle port cylinder heads elevated from the Gen III’s cathedral ports. This rectangle port configuration has been carried over to the Gen V with some minor changes.
16-ls-20-year-anniversary.jpg


17-ls-20-year-anniversary.jpg

The most significant change from Gen IV to V was the addition of gasoline direct injection (GDI). Fuel is now injected from a very high pressure mechanical pump located just underneath the intake manifold directly into the cylinders.
18-ls-20-year-anniversary.jpg


19-ls-20-year-anniversary.jpg

This shot of the combustion chamber reveals the location of the fuel injector located directly across from the spark plug. Extreme pressure means the fuel will be conditioned more accurately into smaller particles to burn more efficiently. The goal has always been to make more power with less fuel.
20-ls-20-year-anniversary.jpg


21-ls-20-year-anniversary.jpg

Among the improvements demanded by increased power, especially with superchargers, is additional cooling for the pistons. Engineers used small oil squirters located at the bottom of the cylinder to aim pressurized oil at the underside of the pistons to pull heat out of the crown. This was initiated with the LS7 and continued on the supercharged LT4.
22-ls-20-year-anniversary.jpg


23-ls-20-year-anniversary.jpg

If you’re looking for the big-daddy horsepower king-of-the-hill, look no further than the LS9. This engine can abuse the rear tires with 604 lb-ft of torque at 3,800 rpm and still spin the dials up to 638 hp at 6,500.
24-ls-20-year-anniversary.jpg


25-ls-20-year-anniversary.jpg

Crate engines have become the easiest way to bolt horsepower into almost any car with Gen V engines right at the top of the list. Making it even easier is the Connect and Cruise concept where with just a couple of part numbers you can order, for example, a 6.2L LT4 supercharged engine backed by either a four- or eight-speed automatic.
26-ls-20-year-anniversary.jpg


27-ls-20-year-anniversary.jpg

A Gen V move that has not received much attention is the power improvement gained by using E85 (85 percent ethanol) in a direct-injected engine. The L83 5.3L direct-injected Gen V truck engines are designed to run as Flex Fuel engines—especially with E85. With their GDI higher compression, Lingenfelter Performance testing gained 19 rwhp and 23 lb-ft of torque on a 2014 truck using E85.
28-ls-20-year-anniversary.jpg


29-ls-20-year-anniversary.jpg

The LS1 was the original Gen III engine. Displacing a mere 345 ci, it employed unique cathedral port heads, a 10.2:1 compression ratio, and a 0.470-inch lift hydraulic roller cam to make a reasonable 345 hp and 30 lb-ft of torque.
30-ls-20-year-anniversary.jpg

The LS6 was the first performance upgrade in 2001 with more compression (10.6:1) and a cam with 0.550-inch lift, and an improved intake that together bumped the power to 385 hp and 385 lb-ft of torque.
31-ls-20-year-anniversary.jpg

Major changes were afoot for the LS2 that fronted the evolution to Gen IV. The big news was a bump to a 4.00-inch bore increasing the displacement to 6.0L (364ci) and compression to 10.9:1 to make 400 hp and 400 lb-ft of torque.
32-ls-20-year-anniversary.jpg

GM raised the dissonance factor in 2005 when Corvette upped the ante by resurrecting the LS7 RPO for this all-aluminum 7.0L (427ci) spinner. As a crate engine, it still can hit the high notes with its normally aspirated 505 hp at 475 for torque.
33-ls-20-year-anniversary.jpg

In 2008, just a little over a decade after the LS1 debuted, Chevrolet decided size matters with a 6.2L (376ci) LS2 base engine for the Corvette with a 4.060-inch bore and big rec-port heads pushing 2.165-inch hollow-stem intake valves. Compression crept up to 10.7:1 along with power now at 430 hp and torque at 424 lb-ft.
34-ls-20-year-anniversary.jpg

The 2010 Camaro’s L99 6.2L engine differed only slightly from its LS3 cousin, adding Active Fuel Management (AFM) as well as variable valve timing (VVT) to deliver 400 hp and 410 for torque.
35-ls-20-year-anniversary.jpg

In the LS engine family hierarchy there can only be one king of the hill. Based on the LS3, the supercharged LS9 put a leg up on the rest of the clan with an Eaton 2.3L Eaton blower making 638 hp and 604 for torque all still from 6.2 liters. You can buy one straight out of the crate.
36-ls-20-year-anniversary.jpg

As a slightly detuned LS9, the ZL1 Camaro’s LSA supercharged 6.2L is no slouch. The LSA spins a smaller 1.9L TVS Eaton blower and claims 556 hp at 6,100 with 551 lb-ft of torque all the way down at 3,800 rpm. This engine too, is available as a wet sump crate package—ready to bolt right in.
37-ls-20-year-anniversary.jpg

In addition to straight production-based LS crate engines, Chevrolet Performance also offers enhanced versions of the LS3 like the LS376/515 that comes with a carbureted intake manifold and the ASA Hot cam. This punches the power up to 533 hp at 6,600 while pushing 477 lb-ft of torque at 5,200.
 
Last edited:
Back
Top