Of the memorable engines featured within the LS series, one particular offering stands out for its versatility and raw ease of adaptability, over all others.
A comprehensive and growing reference library that encompasses everything about these cars: from in-depth overviews and extensive technical info on each model year. This was in anticipation of even more sophisticated engine controls that soon appeared with the emergence of what GM calls Variable Valve Timing (VVT), first introduced with the 2007 Cadillac Escalade and several other SUV’s. LS1/LS6: This Gen III 346-cubic-inch 5.7-liter small block V8 was the first LS engine put into production under the hood of the 1997 Corvette. The next biggest hurdle for production engine swappers is the size of the counterweight. The LS was originally intended and designed as an alloy block.
This became the largest displacement LS family engine in the production lineup with a 4.125-inch bore and a 4.00-inch stroke. It might appear that the best cam would be the LS7 profile used in the 7.0L Corvette engine.
This is where mild street engines perform best, so killing perhaps 20 to 30 lb-ft of torque where the engine will spend a majority of its time just isn’t a good idea. Forged pistons offer strength and durability advantages far beyond the capability of a casting. Final machine work includes drilling and tapping for capscrew fasteners and finish machining for its net inside diameter.
However, the LS2 did find its way into several specialized applications during its tenure. LS Gen III small-block: The Chevrolet LS1 and LS6 series engine was the third generation of Chevy small-blocks and was first introduced as the LS1 in the 1997 Corvette and was also used in the 1998-2002 Camaro Z28. All factory LS engines use hydraulic roller lifters with the same body diameter (0.842-inch) as its small-block predecessor. By continuing to use this site you agree to these cookies. Car engines include 5.3L, 5.7L, 6.0L, 6.2L and 7.0L displacements, including some configured for front-wheel drive. Any planned large over-bore block should first be sonic tested for wall thickness.
Variants of this engine are available in displacements of 293 cid (4.8L), 325 cid (5.3L), 346 cid (5.7L) and 364 cid (6L). This was the first titanium connecting rod ever in a production domestic engine and its uniqueness does not end with its material. There are probably as many details omitted as there are included here, as the information log on these engines continues to grow. Obviously with the complexity and additional components required for both VVT and AFM, these improvements also limit the cam timing changes that can be made.
Other major changes included a larger 55mm (2.165-inch) journal hydraulic roller camshaft and unique, cathedral-shaped intake port heads. The 2003 and earlier iron and aluminum blocks used two different head bolt lengths while all later blocks changed to a common length.
This disables the lifter so that the valves in these cylinders do not open. Like the small-block, the oiling system follows a similar route, directing oil from the pump down a gallery on the driver side of the block, and then up to main corridors that pass through the hydraulic lifters first, and then down to the main bearings. This allows the machinist to hone the rods to the proper i.d. The LS7 7.0L for example, employs not only a unique 4.00-inch stroke crank but the snout is 0.886-inch longer to accommodate the dry sump pump. This means the counterweight in the crankshaft must carry additional weight, known as the bob weight, to compensate for the heavier piston. There is a shortcut some machine shops use where they bead blast the fractured areas to reduce the big end i.d. Looking for LS Pistons?
Ironically, the rod then uses the same connecting rod bearing as its large journal small-block Chevy ancestor. This 5.7L (345ci) engine immediately promised great potential if for no other reason than it was the first Chevrolet production all-aluminum small-block V8.
Among this engine’s upgrades to accommodate the supercharger is a forged steel, 3.62-inch stroke crankshaft. Essentially this system uses a hydraulically-actuated, electronically-controlled cam phaser located on the front of the cam that allows the ECU to move the camshaft’s centerline through a range of as much as 62 degrees relative to the crank position.
F-Body = Rear sump, GTO= Front sump, Corvette = Batwing Rear sump Pan.
The first move was to a technology called VVT or variable valve timing. Later the Camaro and GTO also received this powerplant until 2004.
Now with the LS engine clearing its 20. year in production, the stock pistons appear to be impressively durable. This is an excellent factory forged crank that is affordably priced. For a high performance application, it should be obvious why this is not a good idea. It is very likely that if you see someone rebuilding an LS engine, it is at least partially a LS1.
The conversion between four and eight cylinders is imperceptible to the driver but does result in measurable fuel mileage improvements.
This involves purchasing a new LS2 cam cover and cam sensor along with a new cam drive gear with the appropriate sensor lugs. We will spend only a small amount of space on the lubrication system as this does not change much from Gen III to Gen IV engines. Replacement reluctor wheels are available through any GM dealer. We’ll run through the cylinder blocks first by identifying them as either cast iron or aluminum. The obscure detail is that nearly all 5.3, 5.7, and 6.0 Gen III cranks use the same 12552216 casting number, so it’s difficult to quickly differentiate a 5.3L crank from a 6.0L. For example, the pan will work in early Chevelles and Camaros but will require surgery/welding in order to clear the Chevelle’s front-mounted steering linkage. We’ll deal with that in our section on crankshafts.
However, the Trailblazer SS and Saab 9-7X continued to be powered by the LS2 until 2009. The fresh engine had much in common with its predecessor, Gen II LT1, but featured modified displacement, external dimensions plus rod bearings. This is true when installing any Gen IV camshaft in a Gen III engine. This is forged in melting process to create the basic rod. Commonly labeled as the most intriguing engine of the LS family, the LS4 is a 5.3-liter lump that equipped the front-wheel drive (yes, FWD) Chevrolet Impala … But engineers were actually more interested in minimizing pumping losses at part throttle by manipulating the throttle to reduce light throttle engine vacuum in an attempt to improve fuel mileage. Manifold wall thickness was reduced from 4mm to 3mm, leading to a ⅓ reduction in weight, and a 4% improvement in flow. All of this takes around 20 milliseconds to accomplish and is literally seamless to the driver.
When introduced in the fifth generation Camaro, this larger engine came in two configurations; either as the LS3 with a manual transmission, or as the L99 6.2L engine with an automatic. The LS2, which was offered in the Corvette from 2005 to 2007, served as a testament to GM’s relentless drive toward innovation. There were several other changes between the LS2’s Gen IV block design, and the Gen III block design of the LS1. A move to the LS2 Gen IV configuration meant several changes including electronic throttle control (ETC).
12550592, 12559846, 12559090, 12560621, 12562174, 12560629, 12559378, 12559846, 12560626, 12561166, 12561168, Bore 1/5 = 2.326, Bore 2/4 = 2.317, Bore 3 = 2.307 (2002-2003 1st design), Bore 1/5 = 2.346, Bore 2/4 = 2.326, Bore 3 = 2.307 (2004-2007 2nd design), 12559853, 12558805, 12560621, 12562174, 12564241, (8) M11 x 2 x 155, (2) M11 x 2 x 100, (5) M8 x 1.25 x 45, Corvette = Drive By Wire, F-Body / GTO = Cable Throttle. A multitude of variants of the original LS1 have been produced. This isn’t necessarily bad but it’s best to price out all the AN fittings and hose needed before you select this route. As an example of mixing rotating parts, it’s possible to replace the 4.8L crankshaft with a longer LS1 crank (3.62- vs. 3.26-inch stroke) and machine that stock 4.8L bore to 3.898-inches (stock 5.7L piston diameter) and use a standard bore LS1 rotating assembly to construct a budget-based 5.7L engine that masquerades as a 4.8L. Holden specified their switch from the LS1 to the LS2 as a necessity, due to the prior’s non-compliance with ever-tightening European emissions standards.
If this lineup sounds a little bit like a 21st century remake of the venerable 283, 327 and perhaps the 400ci predecessors, you would be correct.
Many enthusiasts misinterpreted the move to the large intake ports as a quest for increased airflow.
One advantage to the iron blocks is they enjoy a much greater wall thickness allowing larger overbores.
The LS engine design began with a much more robust 55mm journal diameter (2.165-inches) versus the standard small-block Chevy size of 1.868-inches. Traditionally, lifters transfer the rotary eccentric motion of a camshaft lobe into linear or up-down movement. This ECU-controlled cam phasing limits the amount of additional lift and duration changes that can be employed with a performance camshaft, which is why the aftermarket quickly came up with phaser eliminator kits that convert back to a fixed cam position. If this lineup sounds a little bit like a 21. century remake of the venerable 283, 327 and perhaps the 400ci predecessors, you would be correct. This will substantially increase the cost of balancing the rotating assembly because heavy metal is expensive. The LS2 also featured an increase in cylinder bore dimensions from 3.90 inches to 4.00 inches. Everything you need for anything you drive. This is important if you are mixing and matching LS engine parts because a 4.00-inch bore 6.0L piston weighs much more than its smaller 5.3L cousin.
The LS2 also featured an increased compression ratio of 10.9:1, over the LS6’s 10.5:1 ratio. The biggest displacement leap occurred with the LS7 7.0L (427ci) engine for the 2006 Corvette. of torque.
These Gen IV engines also incorporated several major changes that constitute the Gen IV designation.
Gen III engines used a 24x wheel, so the larger tooth count improved resolution to accompany the upgrade to the more powerful E38 ECU. As rpm increases, the piston is subjected to dramatically higher loads applied at top and bottom dead center when the piston changes direction.
This seemingly insignificant choice offered an easy path for enthusiasts to adapt the LS to existing transmissions.
The platform itself deviated substantially from GM’s prior V8 lineup, sharing little more than its common displacement value. This is why the most popular way to increase displacement with aluminum block engines is by increasing stroke.
The only way to know for sure whether you can mix and match these cranks is to have them checked by your local engine balancer.
In decimal units a 1.5mm ring is 0.059-inch while the 3.0mm oil ring slims down to 0.118-inch. But these were just the first few steps in this engine’s evolution.
The iron 4.8L and 5.3L blocks share a common bore at 3.78 inches. This requires attention to detail when adding a longer crank beyond 4.100-inches in length. Right away this meant improved performance just from the reduction of roughly 50 pounds of dead weight compared to the iron block Gen I small-block. This was followed soon by the larger displacement LS3 at 6.2L that started a seismic shift in LS engine building with the debut of the rectangle port cylinder heads. The LS7 connecting rod caused quite a stir in performance circles when that 7.0L engine debuted. This is the reason these rods are often referred to as fractured cap (not cracked – engineers abhor that term).
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