CHEVY LS1 related info

Discussion in 'Blocks' started by grumpyvette, Nov 17, 2010.

  1. grumpyvette

    grumpyvette Administrator Staff Member ... index.html ... eset=false

    [​IMG] ... -lsxr.html ... sults.html ... s_engines/ ... gine_swap/

    a few tips on installing a manual trans behind an LS series engine in an older muscle car, and identifying that LS engine ... r_ls_swap/ ... 8_engines/ ... _a_427_ls/

    Front oxygen sensor for 2002 6L applications: 12565397

    Brake booster intake manifold fitting (needed if you got your 6L engine from a truck with hydroboost, and you have a vacuum booster): 12555831

    3-wire coolant temperature sensor connector: 12102748

    If you want to maintain the integrity of the EVAP system:
    EVAP vent valve: 15759044
    EVAP vent valve connector: 12101858
    Fuel tank pressure sensor connector: 88986451

    Fuel system stuff:
    Fuel pump module (note, will not fit in 88-95 tanks besides 4 door 95 Yukon/Tahoe): ACDelco MU146 (get it off ebay, much cheaper)
    Fuel pump connector: 12167154

    4L80e conversion parts:
    Dipstick: 15183801
    Dipstick tube: 15198439
    Dust cover to use with 4.8, 5.3, 6.0L engines: 15765623

    GMPP spark plug wires for LS1: 12495519

    3 piece "Vortec 6000" engine cover, without hole for EGR valve on passenger side: 15006417, 15006418, 15006419

    Mobil 1 oil filler cap: 12555685

    If you are using a stock wiring harness and want to be able to remove it, you will need the following connectors:
    C100 (engine to body harness): Delco PT1401
    C152 (engine to chassis harness): GM 15306199
    C153 (engine to 4WD harness): Delco PT420

    6L engine gaskets/seals:
    Front main seal- 12585673
    Rear main seal- 12585671
    Front cover gasket- 12574294
    Rear cover gasket- 12574293
    Top cover gasket- 12558178
    Oil pan gasket- 12558760
    Head gasket- 12589227
    Valve cover gasket (2)- 12560696
    Water pump gasket (2)- 12559271
    Oil pickup tube o-ring- 12557075

    6L engine internal parts:
    Main bearings- 1,2,4,5: 89017469 each, 3: 89017470 each
    Rod bearings-12493712 each
    Valve seals- intake: 12482063 (8) , exhaust: 12482062 (8)
    Valve keepers- 10166345 each

    Some interesting facts about the GEN III engines including the LS1:

    ENGINE: Liters: Cubic I: Bore: Stroke: Rod Length: Comp:
    LR4 4.8 293 3.780 3.268 6.276 9.5
    LM7 5.3 325 3.780 3.622 6.098 9.5
    LS1 5.7 346 3.898 3.622 6.098 10.1
    LS6 5.7 346 3.898 3.622 6.098 10.5
    LQ4 6.0 364 4.00 3.622 6.098 9.4

    Engine: HP TQ Application
    LR4, 4.8L 255@5,200 285@4,000 '99 Silverado
    270@5,200 285@4,000

    LM7, 5.3L 265@5,000 320@4,000 '99 Silverado
    285@5,200 325@4,000

    LS1, 5.7L 305@5,200 335@4,000 '98-99' Camaro
    335@5,200 335@4,000 '98-99' SS Camaro
    345@5,600 350@4,400 '97-99 Corvette
    350@5,600 350@4,400 2000 Corvette
    350@5,600 375@4,400 '01 Corvette
    350@5,600 360@4,000 '01 Corvette Auto
    310@5,200 340@4,000 '01 Camaro Auto
    325@5,200 350@4,000 '01 Camaro six-speed

    LS6, 5.7L 385@6,000 385@4,800 '01 Corvette

    LQ4, 6.0L 300@4,800 355@4,000
    300@4,400 360@4,000
    all ratings are up to 2001 models

    Significant Gen III
    Engineering Points:
    1. All Gen III truck engines use iron blocks. Only the Camaro (F-Car) and Corvette (Y-car)LS1/LS6 engines feature aluminum blocks.

    2. All Gen III engines have aluminum heads except for the '99 LQ4 engines that were equipped with iron heads. These engines received aluminum heads for the 2000 model year.

    3. All Gen III engines share common main,rod,and cam-bearing journal diameters for ease of interchange. All blocks use a cross-bolted six-bolt main cap.

    4. All Gen III engines are completely metric.

    5. All valvetrain pieces are completely interchangable. The standard rocker ratio for all Gen III engines is 1.7:1.

    6.All Gen III truck engines use cast aluminum oil pans that are deeper than the camaro or corvette pans.

    7. All intake manifolds interchange. The truck intakes are roughly 3-4 inches taller than the passenger-car intakes.

    8. All Gen III engines employ reusable gaskets for sealing surfaces except for the head gaskets. This makes it much quicker and easier to service the engine.

    9. There are only two intake valve sizes for all the Gen III engines. Exhaust valves are all the same diameter.

    10. Truck and camaro engines use cable throttle linkage while the corvettes use an electronic throttle. There are also some SUV engines with traction control that use electronic throttle control.

    11. Bellhousing patterns are the same for all Gen III engines. The crank flange is basically the same depth as the bellhousing flange.

    12. The Gen III firing order has been revised from 1-8-4-3-6-5-7-2 to 1-8-7-2-6-5-4-3. Note that the pairings 1-8, 4-3, 6-5, 7-2 remain the same, but the pairing order is different for reduced vibration.

    13. The valve angle on all Gen III engines is 15 degrees versus 23 degrees for the origional and Gen II small-blocks.

    14. The Gen III bore spacing is the same as the origional small-block, but each cylinder is ringed with only four head bolts instead of five.

    Custom Cubes:
    If you are fortunate enough to get your hands on an LQ4 6.0L engine block, you can bore it .030-over and purchase a 4.250 Lunati stroker crankshaft to produce a 434ci. GenIII engine.

    Add a set of GM Performance Parts ZO6 cyclinder heads (PN 12560801) or have the stock LS1 heads ported and you've got yourself a serious engine.

    All information is taken from Chevy High Performance Magazine May 2002 edition.

    resource, and related part info ... 011001.htm ... _ls1.shtml ... apter=6065 ... 1884089844 ... shafts.php
    Last edited by a moderator: Apr 27, 2017
  2. grumpyvette

    grumpyvette Administrator Staff Member

    Crankshaft Replacement Caution For
    1998-2005 GM 4.8, 5.3, 5.7 & 6.0L Engines

    The AERA Technical Committee offers the following information on crankshaft replacement caution for 1998-2003 GM 4.8, 5.3, 5.7 and 6.0L engines. Design changes in the flywheel flange thickness have been made to some crankshafts used in the above-mentioned engines. This bulletin is being re-published with additional information.

    The later crankshafts are shorter on the flywheel flange as seen in the listing below. These changes are due to the many different vehicle / transmission combinations being built by GM.

    A flywheel spacer ring GM Part #12563532 and a longer bolt set GM Part #12563533 is required when using a thin flange crankshaft to replace a thick flange crankshaft. Also, if the crankshaft is being used in a vehicle, which is a standard shift application, you also need pilot bushing GM Part #12557583 or 12479894.

    Note: GM part numbers correct as of 12-18-04.

    Years Liters Casting # Trans Flange Thickness

    1999-2000 4.8L 312 V-8 M/T 1.250 thick flange
    1999-2000 6.0L 215 V-8 1.250 thick flange
    1999-2005 4.8L 482 V-8 A/T .857 thick flange
    2001-2005 4.8L 482 V-8 M/T .857 thick flange
    1999-2005 5.3L 216 V-8 A/T .857 thick flange
    1997-2005 5.7L 216 V-8 .857 thick flange
    2001-2005 6.0L 216 V-8 .857 thick flange

    All GEN III crankshafts used in Camaro, Corvette and Firebird have a .857 thick flange and also have an expansion plug installed at the bottom of the pilot shaft hole. The 4.8, 5.3 + 6.0L don’t have the expansion plug. The drilled hole thru the centerline of the 5.7L LS1 & LS6 crankshafts allows a path to balance crankcase pressure within the lower crankcase. Doing so has eliminated possible oil consumption when the engine is operated over 4800 RPM.

    Caution: Early crankshafts use a flat reluctor wheel and late have a recess. Recess will work on all years. Do not use a flat reluctor on late applications as it will cause an engine misfire.

    The AERA Technical Committee

    related info

    Common Gen III V-8 Engine RPO Packages and Power Output
    RPO Description
    Liters (ci)
    Power Output
    HP/Torque Comp.
    Ratio Chmbr.
    Vol.(cc) Int/Exh.
    Port Vol.(cc)
    LS1 5.7 (346) car
    GTO 350/365 345/340
    305/335 to 325/350 10.19 67 200/70
    LS6 5.7 (346) car Corvette 385/385 '01405/400 '02-today 10.46 65 210/75
    LQ9 6.0 (364) truck/SUV
    Escalade & Silverado SS 345/380 10.08 71 210/75
    LQ4 6.0 (364) truck/SUV GMC/Chevrolet Fullsize 300/360 to 330/370 9.41 71 210/75
    LM4 5.3 (325) truck/SUV '01 and later Fullsize, '04 SSR '04 Trailblazer/Envoy/ Bravada 290/325 to 300/335 9.49 61 200/70

    LM7 5.3 (325) truck/SUV '99 and later Fullsize 285/325 to 295/330 9.49 61 200/70
    LR4 4.8 (293) truck/SUV '99 and later Fullsize 270/285 to 280/290 9.47 61 200/70 ... index.html ... 8s/LS1.cfm
  3. grumpyvette

    grumpyvette Administrator Staff Member

    Last edited by a moderator: Aug 29, 2017
  4. grumpyvette

    grumpyvette Administrator Staff Member


    Been wanting to get into the LS builds for some time but never been very happy with GM's platform but after lookiing into the new LS block Dart offers at the PRI show it has really changed my mind. It looks like I will be getting one of those new blocks and the tooling and programs needed to machine one of these blocks

    Now for the big news… we’ve finished development on a brand new engine block for LS series engines!
    The new block, dubbed the LS Next, unleashes the full potential of the LS platform. The new block will be available in cast iron or aluminum, and like all Dart products, will be 100% cast, machined and assembled in the U.S.A.

    If you’re hungering for some technical details, look no further. Here’s a little info on what the new block will have going for it…

    The power-robbing “Y-block” design is eliminated and replaced by a conventional SBC/BBC style crank barrel area
    around the main caps, which eliminates the problem of separate bays in the crankcase.
    Conventional style 4-bolt ductile iron or steel main caps with 7/16” bolts are used, and the block features full main
    webbing for maximum bottom end strength.

    Cylinder barrels are extended by .375” at the bottom, providing greater piston support with long stroke
    combinations. This added piston skirt support allows for better piston designs to increase stability. Extra thick
    Siamese cylinder bores allow for large displacement capacity.

    The extended cylinder barrels provide the effective equivalent of a 9.615” deck height in terms of potential
    supported piston travel, while maintaining a standard 9.240”actual deck height for maximum compatibility with
    available components.

    A 5/8” thick full deck design is utilized for superior strength and versatility. Six head bolts per cylinder provide
    secure clamping for power adder applications. The head bolts are upgraded to 7/16” for increased strength. Blind
    head bolt holes don’t go through into the water jacket.

    Provision for oil restrictors in the lifter valley simplifies installation and removal of restrictors.
    The stock internal main, or transfer, oil galley has been eliminated, and a revised low restriction priority main oiling
    system is utilized. A pro-stock / pro-mod big block style stepped main oil galley, 9/16-1/2-7/16, has volume but
    more importantly no loss of pressure or velocity at the front of the block. An external oil filter must be used with
    stock or aftermarket oil pumps. A larger capacity full sump type oil pan is one of the key features.

    Dual starter mounts allow mounting on either side for increased versatility.
    The water jacket on the #1 cylinder has been expanded forward for better cooling.
    LSX style lifter bosses and dog bone provision are provided.

    Block Specifications:
    Material: Gray Iron 220 BHN, Optional CGI up to 270 BHN
    Deck Height: 9.240”
    Barrel Length: Increased .375” over stock length
    Bore Diameter: 4.000” or 4.125” – Can be safely bored to 4.200”
    Max Stroke: 4.100”
    Cam Bore: Std. – Options up to 60mm babbitt or 55mm roller
    Main Bearing Size: Std. LS: Revised top shell
    Main Caps: 4-Bolt, Ductile iron or steel – Splayed bolts on #2, 3 & 4
    Rear Main Seal: Stock 1 piece
    Lifter Diameter: Stock .842” –Other options to .937 keyed
    Oiling system: True priority main – Wet or dry Sump

  5. grumpyvette

    grumpyvette Administrator Staff Member

    ok, Ive got to ask what the thinking is in eliminating the extended (Y) lower block with its cross bolted main caps like this picture below, as this system has proven to be very durable on several engine designs
    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
    , 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)

    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)
    Last edited by a moderator: Aug 29, 2017
  6. grumpyvette

    grumpyvette Administrator Staff Member

  7. grumpyvette

    grumpyvette Administrator Staff Member

    but dry sump lubrication systems are preferred if the budget allow on the race applications, as it potentially provides greater control under higher inertial side -loads ... tId=748533

    LS2 does not have a dry sump as standard equipment from the factory.

    Any LS2 sump will bolt onto a LS1...LS1 sump gasket will fit... just need to use the oil pickup tube that belongs to the sump.

    The LS2 sump to suit a C6 corvette has internal baffles to contain the oil better during cornering.....gone are the "batwings" seen on C5.

    The LS2 sump to suit an 05 GTO looks identical externally to the LS1 GTO sump.

    LS2 oil pump has better flow than LS1 but is in same position and at a glance looks the same externally. LS1 and LS2 oil pickup tubes may differ in length and position in the sump but have same tube size and O ring seal to the pump.


  8. grumpyvette

    grumpyvette Administrator Staff Member

  9. 87vette81big

    87vette81big Guest

    Re: CHEVY LS1 related inf

    I think still a Y Block design has strength durabilty advantages Grumpy.
    Think 440 Mopar.
    426 Hemi.
    Oil windage issues are Moot in an all out Drag Race or Road Race.
    Its going to be dry sumped anyhow.
    The Heads on aftermarket LS Engines are so nice.
    Excellent bang for the buck value.
  10. grumpyvette

    grumpyvette Administrator Staff Member

    Last edited by a moderator: Jun 14, 2017
  11. philly

    philly solid fixture here in the forum

    good info on the trany pans... very important for people wanting to do a swap.

    of note if you need it i believe the GTO was a front sump design for the guys that need that setup in their specific application and dont know where to get a pan.
  12. grumpyvette

    grumpyvette Administrator Staff Member


  13. philly

    philly solid fixture here in the forum

    i wonder how tall that lip is in the front of the motor... the f body pan is like 1 and 1/3" there, as far as i know nothing is that thin.
  14. Grumpy

    Grumpy The Grumpy Grease Monkey Staff Member

    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
  15. 87vette81big

    87vette81big Guest

    I worked on the Dart LSN126 427 CI 1500HP Engine today Grumpy.
    Had to leave early.
    The 2 year old boy Jami has Pink Eye.
    Driving home 90+.
    Wife has to go in to do emergency IT work.

    Vette has been apart 1-1/2 years.
    Pressure is on me 410%.
    Must be done by this Friday.
    Drive away.

    Insanity again.

    Valve stem height varience present.
    Verified with my Snap On machinest straight edge.
    Recorded photographed.
    Lifter preload critical as you lnow.
    Shooting for .025-.030".
    Non adjustable rockers.
    .025" Shims under pedstals.

    Give me LS Race valvetrain links today.
    Last edited by a moderator: Oct 20, 2015
  16. 87vette81big

    87vette81big Guest

    I figured out what Rockers I am working with Grumpy.
    Searched the LS Board Forums.
    Spider web search.

    Yellow Terra LS3/LS9/LSA/L92 Ultra Light 1.8 Rockers.

    Why in the Hell would not GM Chevy LS Engineering make the Valvetrain fully adjustable like a Big Block Chevy & 1970 Pontiac Ram Air 4 ? !

    A Damn Shit Design on all LS.

  17. 87vette81big

    87vette81big Guest

    I Google Yella Terra YT-6681 PRICE..




    Its no wonder Phil can't build a modern Race LS Engine.
    Can't afford to.

    I am glad I am a Pontiac V8 Guy.
  18. 87vette81big

    87vette81big Guest

    Its looking like the Entire LS Line of engines were designed with factory Hydraulic lifters used have .075" -.150 " preload setting from Zero Lash.

    M8 X 1.25 mm thread pitch bolts on the rocker arm shafts used.

    Take 1.25 mm ans divide by 25.4.
    Equals .049 " .

    1 Turn down equals .049" lifter plunger seat preload.

    1-1/2 turns equals .075 " .
    3 turns equals .150"

    1-1/2 -3 turns down from zero lash required in theory Grumpy.
  19. Grumpy

    Grumpy The Grumpy Grease Monkey Staff Member

  20. Grumpy

    Grumpy The Grumpy Grease Monkey Staff Member

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