There is a shortcut some machine shops use where they bead blast the fractured areas to reduce the big end i.d. In 2007, Nascar approved the use of a spec engine built by Carl Wegner of Wegner Automotive, which was based on the LS2 platform. Topping off the engine is a thermoplastic composite intake manifold intended to reduce weight and lower inlet air temperature. ENGINE BLOCK: A319 T5 / 107#'s Length: 519mm / 20.43" Width: 460mm / 18.11" Deck Height: 234.57-234.82mm / 9.235-9.245" Cylinder Bank Angle = 45 degrees Cylinder Bank Offset: 24.10mm / 0.949" Center Main = Crank Thrust Wall #3 Indexing = Crank CenterLine Camshaft Bearing Bore Dia. But our experience has shown that for mild street LS truck engines, like the LQ4 for example, the additional 15 degrees of intake duration and wider lobe separation angle tends to kill too much low speed torque. The LS7 7.0L engine was the production LS engine debut for this technology, with curved discharge tubes bolted to the bottom of the cylinders in the crankcase. Perhaps the most significant evolutionary change with LS pistons has more to do with the ring package. Gen III engines used a 24x wheel, so the larger tooth count improved resolution to accompany the upgrade to the more powerful E38 ECU. In relation to the Gen III LS engines that came before it, the LS2 featured a slightly greater displacement value of 364.1 cubic-inches, over the prior LS1. Start typing to see results or hit ESC to close. By continuing to use this site you agree to these cookies. While still technically a forged steel piece, the process differs, starting with powdered metal. Which LS engine do I have? The conversion between four and eight cylinders is imperceptible to the driver but does result in measurable fuel mileage improvements. While it might appear attractive for its lighter weight, there are fundamental differences in small-end width that will require a custom piston to accommodate their shorter length. A much better choice for that same LQ4 6.0L truck engine or even a smaller 5.3L version would be the stock LS2 cam. Through its many renditions and technological advances, the LS series of engines have been touted far and wide as offering the ultimate in raw performance potential. Previous LS engines had all employed cathedral port heads. Version I used knurling to position the bolt in the rod. LS1 engine specs Keeping 5.7-liter displacement, LS1 is the 3rd generation of GM’s Small Block V8 motors. The next biggest hurdle for production engine swappers is the size of the counterweight. 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. 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. Many enthusiasts misinterpreted the move to the large intake ports as a quest for increased airflow. All factory LS engines use hydraulic roller lifters with the same body diameter (0.842-inch) as its small-block predecessor. 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. 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. This was the first titanium connecting rod ever in a production domestic engine and its uniqueness does not end with its material. GM touted the LS2 as featuring a newly developed engine block. Many enthusiasts think that electronic throttle control (ETC) debuted with the switch to Gen IV, but the reality is that many Gen III engines and even those in trucks were implemented before the official Gen IV conversion in 2005. Ironically, the rod then uses the same connecting rod bearing as its large journal small-block Chevy ancestor. This is a little technical tidbit you can drop at dinner parties to get the conversation started! He resides with his wife and children in Bowling Green, Kentucky, the home of the Corvette. This is why a given piston will live a long happy life at 6,000 rpm but with even a slight increase of rpm to perhaps 6,600 rpm, this might be enough to dramatically shorten its life span from months or years to mere hours or even minutes. These lifters are not, however, interchangeable. It is possible to retrofit a 3-bolt cam to a later engine as long as you follow all the caveats. The LSA is the supercharged 6.2L powerplant used in the Cadillac CTS-V and ZL1 Camaro. But from an engine swap standpoint, these pans are almost universally avoided because the Corvette pan uses very large lateral kickouts which fit within the confines of the Corvette but are near impossible to fit into older chassis unless a custom crossmember is fabricated. No engine in the history of the automobile comes close. A third bolt was used on LS6 engines and appears to be of higher quality. 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. This will substantially increase the cost of balancing the rotating assembly because heavy metal is expensive. 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). 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. Which LS engine do I have? By directing a small stream of oil into the back side of the piston, this would pull additional heat out of the piston crown, improving durability under high load. The 5.7L LS1 V8 engine was produced by General Motors for use in high-performance vehicles such as the Chevrolet Camaro and Corvette, among others. The LS2 also featured an increased compression ratio of 10.9:1, over the LS6’s 10.5:1 ratio. The Active Fuel Management Technology made available within the Gen IV small-block design relied upon a set of specialty collapsable lifters, a Lifter Oil Manifold Assembly, and function-specific engine controller for intelligent function. One of the biggest differences from the old small-block is the reduction of the number of head bolts per bank from 17 bolts to 10. This site uses Akismet to reduce spam. Production pistons use a 0.940-inch diameter wrist pin, slightly larger in diameter than a production small-block Chevy pin that is 0.927-inch. Your email address will not be published. Forged pistons offer strength and durability advantages far beyond the capability of a casting. LS engines use coil-over-plug ignition rather than a distributor. There were several other changes between the LS2’s Gen IV block design, and the Gen III block design of the LS1. The LS2 even came fitted with LS6 era cylinder heads. Gen III engines place the cam sensor trigger wheel on the back of the camshaft. 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. By directing a small stream of oil into the back side of the piston, this would pull additional heat out of the piston crown, improving durability under high load. LS1 Performance Specs. The LS family also utilizes a different firing order: 1-8-7-2-6-5-4-3. The biggest displacement leap occurred with the LS7 7.0L (427ci) engine for the 2006 Corvette. LS Engines have 6 bolt main bearing caps. Sometimes it’s the little things that make a huge difference. This one detail – the continuation of the bellhousing pattern - has probably done more to promote and encourage the proliferation of the LS engine family in the performance industry than any other single step. Because the LS family can make such great power, even the factory realized that added cylinder pressure also meant added heat. Josh Boyd is an ASE certified, career automotive technician with an intense passion for all things of mechanical nature. Required fields are marked *, By using this form you agree with the storage and handling of your data by this website. Learn how your comment data is processed. This seemingly insignificant choice offered an easy path for enthusiasts to adapt the LS to existing transmissions. The Gen III and later Gen IV truck and small SUV engines expanded the displacement curve from 4.8L (293ci), to 5.3L (325ci) and 6.0L (364ci) versions. A move to the LS2 Gen IV configuration meant several changes including electronic throttle control (ETC). Perhaps the biggest limiting factor to the LS2’s success on the track, or elsewhere, was the minimal duration of its production run. The truck pans generally offer the deepest sump, making them a poor choice for engine swapping because of ground clearance. This involves purchasing a new LS2 cam cover and cam sensor along with a new cam drive gear with the appropriate sensor lugs. The even better news is that this crank sells for less than $700 (PN 12641691) from Chevrolet Performance shops like Scoggin-Dickey and it will drop right into any Gen IV 58X LS block. Other aftermarket pans like those from Champ pans (Champpans.com), Milodon, or Moroso also work but often require a billet oil filter adapter or a remote-mounted oil filter. 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.
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