bits of LS engine info from diferent sites

grumpyvette

Administrator
Staff member
71 chevy posted this

1. INDIVIDUAL COIL PER CYLINDER. coil fires once per cycle instead of 8 times a cycle

2. sequential fuel for superior gas mileage

3. if you get an alum ls1 it is close to 200lbs lighter than a bbc. and thats weight off the front of the car

4. o ringed intake and oil pan gaskets make it a joy to work on

5. pulling cam in dead easy

6. changing springs is dead easy, also no need to do the whole io/ec or whatever it is song and dance to reset the rockers.

7. hydraulic roller from the factory

8. 15 degree heads from the factory. i wonder what 15 degree sbc or bbc heads cost

9. l92 heads that are $700 complete for the pair that outflow most bbc heads

10. 6 bolts mains stock

11. stock crank that has held 1300hp without a hiccup

13. no water through the intake makes it easier to pull

14. acc. drive belt has a tensioner from the factory

15. internally balanced from the factory

17. equal spaced intake and exhaust ports offer superior flow

18. cam sync allows for cylinder to cylinder tuning of fuel and spark

19. iron block supports up to 1500hp

novaderrik posted this

take one apart and you will see what makes them tick.. everything about them has the look and feel of high end race parts for old school small blocks.
how much is a set of 18 degree heads for a small block? i think the worst LS heads have 15 degree valve angles and the best have 12 degree valves, which opens up the port layout so there are no bottlenecks. the "bad" LS heads are better than all but the "best" old school small block heads.
6 bolt main caps with 4 bolts in the regular up and down configuration with 2 bolts that come in from the side..
head bolts that tie into the block down by the crankshaft...
the oil pan is a structural part of the block..
the cam is placed up high in the block compared to a regular small block, which allows shorter (and thus lighter) pushrods that go up to the valves at a better angle.
roller fulcrums on the shaft mounted rocker arms..
ventilation windows that let the air in the crankcase move around in the block, which causes less pumping losses as each piston moves up and down.
the oil pump is driven directly off the front of the crankshaft, and there is no distributor to put extra strain on the full roller timing chain.
roller lifters riding on a cam with a larger base circle.

chvl71402 posted this info and video

http://www.youtube.com/watch?v=0Hqj0OxM ... r_embedded

related info

viewtopic.php?f=80&t=10685&p=46287#p46287

Engine #2
6.0 Iron LS
Untouched L92 square port heads
Stock shortblock
239/247 HR cam
9.8/1 compression
Single plane GM manifold
The engine before it was installed in the '57 Corvette
 
BobD posted this

A Conventional TH350/400 will bolt up to a LS series of engines no problem, only thing is ONE bell housing bolt does not line up. No biggie, no issues on my end. You can either buy a spacer to accommodate the extra room that the torque converter will see.. or you can buy a flex-plate already setup for everything. *see Below*
http://www.speedwaymotors.com/LS1-Engin ... layId=5070

And if your going with a 4 speed. The popular 621 aluminum bell housing works on the back of the LS engines FLAWLESS. EVen allows the use of a SBC 11 inch clutch and pressure plate. The flywheel will have to be of LS Variety, but luckily. Most manufacturers are making them with both bolt patterns, and are of a 168t flywheel. Heres a good read if your interested in using your 4 speed, ive had good luck following another post that mimics this.

http://ls1tech.com/forums/conversions-h ... motor.html

Tony Mamo @ AFRposted this

To make a long story short I didn't get a chance to complete all my testing (I had a short list of changes to make in an effort to extract more power from the combination). About a dozen or so pulls into the day we noticed the engine starting to smoke out of the breather at WOT when we loaded it for the pull. After inspecting leak down, cranking compression, spark plugs, and cutting open the oil filter (everything looking like a clean bill of health) I decided to run it a little more....power was exactly the same but it was venting crankcase fumes during the run. I decided better be safe than sorry and halted any further testing till I find out what was going on.....something had obviously changed. My suspicions were a ring had stuck in one of the grooves or I pushed the limit on my piston to head clearance (quench distance) just a bit too much. After taking the engine home yesterday and not wasting a minute to find out it turns out the latter was exactly what transpired. There was some very light piston to head contact on one side of the piston, enough to close up the critical top ring gap not allowing it to conform to the cylinder wall (hence the blowby we started seeing). In fact I was sooooo close to my target (which was to get the piston so close to the head the carbon is almost cleaned off), it took a dozen or so runs to get the rods hot enough to stretch to the point of light contact. And thats how it goes.....sometimes a couple of thousandths is the difference of winning and losing when it comes to high performance engine assembly.

Lets get to the good stuff.....this engine surpassed my highest expectations and did so with the wrong header (still had the baseline 1.75 tube headers) and without the benefit of the vacuum pump or any of the items I planned on testing to hopefully find a few more ponies (rocker ratio swap, moving the cam position around, etc., etc.).

The engine sounded incredible on the dyno and twisted the strain gauge on the SF902 SuperFlow to the tune of 652 ft/lbs of torque and a best of 731 HP!! It was making north of 700 as early as 5700 RPM's and over 640 ft/lbs by 4400 (carrying over 640 all the way to 5800). When we loaded it and started the sweep at 3500 it was already producing 45 more ft/lbs of torque than my 383 made at its peak (about 570) and based on all the previous testing I have done that lead in torque figure will be at least 10-15 ft/lbs higher when I swap to the larger header (1.875 tube)....in fact the larger header will fatten the power and torque curve everywhere in an application like this.

Check out the dyno curve.....it looks like a boosted engine in some respects

CrankInstall.jpg


Short.jpg


PtoV-1.jpg


EngineTopBlack.jpg


Test17Graph-1.jpg


454Powerdata175.jpg


colequinnel67ls.jpg

custom COIL cover simulating a valve cover makes the LS look far more conventional

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)

WELL WORTH READING THRU

http://www.ls1tech.com/forums/generatio ... ready.html


http://www.airflowresearch.com/articles ... 8/A-P1.htm

http://www.airflowresearch.com/articles ... 9/A-P1.htm

http://www.airflowresearch.com/articles ... 1/A-P1.htm

http://www.airflowresearch.com/articles ... 8/A-P1.htm
 
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