Herana LS

A General Motors famlia de motores comumente chamado a srie LS estreou na ento-

new1997 ano modelo C5 Corvette como o V8 todos LS1 alumnio. General Motors
chamou-lhe o pequeno-block V8 Gen III e um ano mais tarde (o modelo do ano de 1998), o
LS1 substituiu o pequeno-bloco LT1 em Camaros e Firebirds, que foi seguido pela verso
de ferro-bloco do Gen III V8 aparecendo nos caminhes de tamanho completo e SUVs. O
LS1 deslocado 5,7 litros, semelhante ao da gerao anterior de bloco pequeno, mas a
medio cbico polegadas diferia ligeiramente: 346 para o LS1 vs. as tradicionais 350
cubos.
Em 1999, a plataforma Gen III gerou o LS6 de alto desempenho que era padro no
Corvette Z06. Em 2005, o ramo Gen IV da famlia LS nasceu, diferindo do Gen III com as
disposies do elenco-in para a desativao de cilindros de economia de combustvel,
deslocamentos maiores e sensoriamento rvore de cames revista. As verses de
desempenho do Gen IV incluem o LS2, LS3, LS9 supercharged, LSA sobrecarregou eo
LS7.
GM continuou a se referir a sua moderna V-8 famlia de motores como Gen III e IV Gen,
mas para os entusiastas que rapidamente compreenderam o potencial tremendo
desempenho dos motores, cada motor baseado na plataforma foi apelidado de "LSX". A
gama de motores de produo a partir da plataforma LS ampla. No lado do caminho,
motores de ferro-bloco incluram 4.8L e 5.3L verses, assim como todo em alumnio 6.0L e
6.2L motores prmio. Motores de automveis incluem 5.3L, 5.7L, 6.0L, 6.2L e 7.0L
deslocamentos - incluindo alguns configurado para front-wheel-drive.
Gen III vs. Gen IV
Apesar de algumas diferenas significativas entre Gen III e IV Gen blocos de cilindros,
todos os motores LS compartilham traos comuns que incluem:
* centros de calibre 4,40 polegadas (como o pequeno-bloco original)
* Six-bolt, cross-parafusada mancais principais
* impulso principal do Centro de rolamento
* 9,24 polegadas altura do convs
* padro de parafuso cabea com quatro furos por cilindro
* furos levantador 0,842 polegadas
* distributorless, sistema de ignio bobina-near-plug
As diferenas mais marcantes entre os blocos de cilindros Gen Gen III e IV so furos
maiores (em alguns motores), diferentes locais do sensor de posio da rvore de cames -
indicado por uma mudana para a rea da tampa tempo frente em blocos Gen IV vs a
posio de topo traseira em Gen III blocos - e, na maioria dos blocos Gen IV, lanado em
provises para sistema de desativao de cilindros da GM do Active Fuel Management no
vale do levantador.
H grande permutabilidade entre todos os motores LS, incluindo entre as verses Gen III e
Gen IV. Cabeotes, virabrequins, coletores de admisso e muito mais podem ser
misturados e combinados - mas o diabo est nos detalhes. Nem todo cabea corresponde
a cada coletor de admisso e no cada virabrequim trabalha com todas as combinaes
do motor. Will Handzel de "How to Build-High Performance Chevy LS1 / Ls6 V-8" - P / N
88958786 - uma grande fonte de referncia que descreve as diferenas e
permutabilidade mais especficas entre os motores baseados em Gen III.

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LS1/LS6
LS1 5.7L (346-cu-in) engines were produced between the 1997 and 2004 model years in
the United States (Corvette, Camaro, Firebird and GTO) and stretching into 2005 in other
markets (primarily Australia). The LS6 was introduced in 2001 in the Corvette Z06 and was
manufactured through 2005, where it also was found in the first generation of the Cadillac
CTS-V. The LS1 and LS6 share a 5.7L displacement, but the LS6 production engine uses a
unique block casting with enhanced strength, greater bay-to-bay breathing capability and
other minor differences. The heads, intake manifolds and camshaft also are unique LS6
parts.
LS2
In 2005, the LS2 6.0L (364 cu in) engine and the Gen IV design changes debuted. In GM
performance vehicles, it was offered in the Corvette, GTO and even the heritage-styled
SSR roadster. It is the standard engine in the Pontiac G8 GT. Its larger displacement
brought greater power. The LS2 is one of the most adaptable engines, as LS1, LS6, LS3
and L92 cylinder heads work well on it.
LS3/L99
Introduced on the 2008 Corvette, the LS3 brought LS base performance to an
unprecedented level: 430 horsepower from 6.2L (376 cu in) - making it the most powerful
base Corvette engine in history. The LS3 block not only has larger bores than the LS2, but
a strengthened casting to support more powerful 6.2L engines, including the LS9
supercharged engine of the Corvette ZR1. The LS3 is offered in the Pontiac G8 GXP and is
also the standard V-8 engine in the new, 2010 Camaro SS. The L99 version is equipped
with GM's fuel-saving Active Fuel Management cylinder deactivation system and is
standard on 2010 Camaro SS models equipped with an automatic transmission.
LS4
Perhaps the most unique application of the LS engine in a car, the LS4 is a 5.3L version
used in the front-wheel-drive Chevrolet Impala SS and Pontiac Grand Prix GXP. The LS4
has an aluminum block and unique, low-profile front-end accessory system, including a
"flattened" water pump, to accommodate the transverse mounting position within the
Impala and Grand Prix. It is rated at 303 horsepower and 323 lb-ft of torque.
LS7
A legend in its own time. The LS7 is the standard engine in the Corvette Z06 and its 7.0L
displacement (427 cubic inches) makes it the largest LS engine offered in a production car.
Unlike LS1/LS6, LS2 and LS3 engines, the LS7 uses a Siamese-bore cylinder block design
- required for its big, 4.125-inch bores. Competition-proven heads and lightweight
components, such as titanium rods and intake valves, make the LS7 a street-tuned racing
engine, with 505 horsepower. LS7 engines are built by hand at the GM Performance Build
Center in Wixom, Mich.
LS9
The most powerful production engine ever from GM, the LS9 is the 6.2L supercharged and
charge-cooled engine of the Corvette ZR1. It is rated at an astonishing 638 horsepower.
The LS9 uses the strengthened 6.2L block with stronger, roto-cast cylinder heads and a
sixth-generation 2.3L Roots-type supercharger. Like the LS7, it uses a dry-sump oiling
system. It is the ultimate production LS engine. It is built by hand at the GM Performance
Build Center in Wixom, Mich.
LSA
A detuned version of the LS9, this supercharged 6.2L engine is standard in the 2009
Cadillac CTS-V. It is built with several differences, when compared to the LS9, including
hypereutectic pistons vs. the LS9's forged pistons; and a smaller, 1.9L supercharger. The
LSA also has a different charge-cooler design on top of the supercharger. Horsepower is
rated at 556 in the super-quick Caddy.
Gen III & Gen IV Vortec truck engines
Although performance car engines have typically carried "LS" designations, truck engines
built on this platform have been dubbed Vortec. In the beginning, they were generally
distinguished by iron cylinder blocks and were offered in smaller displacements than car
engines. Interestingly, a 5.7L Vortec "LS" engine has never been offered. Here's a quick
rundown of the previous and current-production LS truck engines:
* 4.8L - The smallest-displacement LS engine (293 cu in); it uses an iron block with 3.78-
inch bores and aluminum heads.
* 5.3L - The most common LS truck engine (327 cu in), it uses the same iron block with
3.78-inch bores as the 4.8L, but with a longer stroke , (3.62-inch)crank. Later versions
equipped for Active Fuel Management. Manufactured with iron and aluminum cylinder
blocks.
* 6.0L - Used primarily in 3/4-ton and 1-ton trucks, the 6.0L (364 cu in) uses an iron block
(LY6) or aluminum block (L76) and aluminum heads, with provisions for Active Fuel
Management; some equipped with variable valve timing.
* 6.2L - Commonly referred to by its L92 engine code, the 6.2L (376 cu in) engine uses an
aluminum block and heads, and incorporates advanced technology including variable valve
timing. The L92 is used primarily as a high-performance engine for the Cadillac Escalade
and GMC Yukon Denali.

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Non-production cylinder blocks
C5R: Developed for the factory-backed Corvette racing program, the C5R cylinder block
has been manufactured in comparatively small quantities since 2000. They are
manufactured with a unique aluminum alloy for greater strength and undergo a variety of
specialized machining and inspection processes, including "hipping" to increase strength
and X-raying that ensures against unacceptable porosity. A Siamese bore design with
4.117-inch finished bores enables 7.0L (427-cu-in) displacements. The C5R uses billet
steel main caps with premium, 4340 fasteners. Racing-quality head studs are also
included. All LS series heads will work with the C5R block, but maximum performance
depends on maximum airflow.
LSX Bowtie Block (standard and tall-deck): Introduced in 2007, the LSX Bowtie Block is a
durable and affordable cast iron casting that was designed to support extreme high-
performance combinations, including provisions for six-bolts-per-cylinder head fastening. It
has a Siamese bore design with 3.99-inch bores that must be finished to 4.00 inches - with
a 4.25-inch recommended maximum bore. Maximum stroke can reach 4.25 inches, but
rotating assembly interference on the cylinder must be taken into account for strokes
greater than 4.125 inches; heavy metal is required for crankshaft balancing of larger-stroke
combinations. Standard versions feature decks 0.020-inch taller than LS production blocks,
with the tall-deck version manufactured with a 9.70-inch semi-finished deck height. The
oiling system is a true priority-main system and all LS small-block heads work with the
engine. Higher-airflow heads, such as LS7 and C5R, are recommended.
Crankshafts
Generally, LS crankshafts are similar in design, with identical 2.10-inch rod and 2.65-inch
main journal sizes and a common rear main seal. All LS engines uses iron crankshafts
except the LS7, LS9 and LSA; they used forged steel cranks (4.00-inch stroke on the LS7;
3.62-inch stroke on the LS9 and LSA).
The crankshaft sensing function of the distributorless ignition system depends on reading
the toothed reluctor wheel on the crankshaft. Early LS engines mostly used 24-tooth
wheels and upgraded a few years ago to 58-tooth (also known as 58X) wheels. When
building an LS engine, it is imperative the correct reluctor wheel is used with the compatible
crankshaft position sensor and ignition controller.
The crankshafts are mostly interchangeable, but the snouts on LS7 and LS9 crankshafts
are approximately 1-inch longer to accommodate their two-stage oil pumps that work with
the engines' dry-sump oiling systems. These forged crankshafts can be used on wet-sump
engines by using a few specific components and/or modifications.
The easiest way to put a forged stroker crankshaft in your LS engine is using GM
Performance Parts' new LSX crankshafts, which are available in four stroke sizes up to
4.125 inches. They feature the standard-length snout and can be used without modification
on most engines. LS7 and LS9 crankshafts can be used, but require special components
and/or modifications to their snouts to accommodate standard, wet-sump oiling systems.
Connecting Rods
LS connecting rods are very similar and interchangeable. Most are made of powdered
metal, while the LS7 and LS9 rods are forged titanium. Rods lengths are similar, too, at
6.098-inch for 5.3L, 5.7L, 6.0L and 6.2L engines. The 4.8L engine uses 6.275-inch rods
and the LS7 uses 6.067-inch rods. Since 2006, LS rods use bushed small ends. Also, LS6
rods bolts, P/N 11600158, offer a strength-enhancing upgrade to pre-2000 engines. Finally,
because of the pistons' inner bracing, non-LS7 rods will not work with LS7 pistons; and the
LS7 rods have a slightly different size than other LS rods, requiring a unique bearing, P/N
89017573.
Pistons
The LS9 is the only production LS engine with forged aluminum pistons; all the other use
hypereutectic (cast) aluminum alloy pistons - varied mostly by diameter to accommodate
various bore sizes. LS cast pistons shouldn't be used on applications greater than
approximately 550 horsepower. Also, the LS7 piston's inner bracing requires the use of the
matching LS7 connecting rod.
Cylinder Heads - Port Design Cylinder head interchangeability enables great parts mixing to
build custom LS engine combinations, but the heads must be matched with intake
manifolds that have compatible intake port configurations. The port sizes and shapes
include:
Cathedral port - Introduced on the LS1 engine and used also on the LS6 and LS2,
cathedral-port heads are named for the unique shape of the top of the intake port. Intake
manifolds for LS1, LS2, LS6 and Vortec engines with cathedral-port heads are mostly
interchangeable.
Rectangular port - LS7-style - The second LS intake runner design debuted on the Corvette
Z06's LS7 engine. This rectangular design supports the straight-through airflow design of
the heads. They feature 270cc intake ports and the ports and combustion chambers are
CNC-ported from the factory. Use only with the LS7 intake manifold.
Rectangular port - L92 style - Similar to the LS7 design, but the ports are a little taller and a
little narrower. They flow more than cathedral-port heads, but not as much as LS7 heads.
In addition to the L92 6.2L engines, this port shape is also used on LS3 engines and some
6.0L truck engines, as well as the Corvette ZR1's LS9 and Cadillac CTS-V's LSA
supercharged engines. Intake manifold bolt patterns are unique to this port design.

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C5R heads - These heads pioneered the rectangular-port design, but because they are
designed for professional finishing, their final shape and size depends on whoever is
performing the porting.
Head-to-Block Compatibility
Because of their comparatively small bores - 3.89 inches - LS1 and LS6 engines can only
use LS1, LS6 and LS2 heads. Using heads designed for larger engines will cause the
valve-to-block interference. The larger, 4.00-inch bore of the LS2 enables it to use LS1/LS6
heads, as well as L92-style heads (including LS3, LS9 and LSA engines). The 6.2L engines
(LS3, L92, etc.) can use any head except for the LS7 and C5R, while the 7.0L LS7 and
C5R blocks can use any LS-series head. LS7 blocks should be matched with heads
designed for at least 4.10-inch bores; and 4.125-inch bores are preferred.
Most LS production cylinder blocks share the came cylinder head bolt pattern and the same
size head bolts - four 11mm bolts per cylinder (10 in total) and five upper, 8mm bolts. Early
LS1 and LS6 engines used different-length 11mm bolts, but engines from 2004 and later
use same-length bolts. LS9 engines use stronger, 12mm head bolts.
Non-production blocks, such as GM Performance Parts' LSX block and the C5R, offer the
same head-bolt pattern as production blocks. All LS heads will bolt up to them, but care
must be taken to select the most compatible heads based on the appropriate bore size.
Because of their large bores, heads designed for at least 4.10-inch bores should be used
and 4.125-inch bores are preferred, such as the L92/LS3 or LS7 heads; otherwise valve-to-
block interference is an issue, as is sufficient cylinder sealing.
GM Performance Parts' new LSX cylinder heads use 10 11mm and 13 8mm head bolts, or
eight more than a regular-production LS head. That's more than 50 percent more head
bolts than production heads, supplying superior clamping strength.

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