Difference between revisions of "GM LS engine"

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The '''LS1''' shares little other than similar displacement, external dimensions, and rod bearings, with its [[Chevrolet Small-Block engine| predecessor]]. It is an all-aluminum 5.7 L ({{convert|5665|cc|CID|disp=s|abbr=on}}) [[pushrod]] engine and was rated between 305 - 350 hp (227 to 261 kW) and 335-375 ft·lbf (454-508 N·m) of [[torque]] in North America, depending on the application.  In Australia, continuous modifications were made to the LS1 engine throughout its lifetime, reaching 382 hp (285 kW) in the [[Holden Special Vehicles|HSV's]] YII series and a [[Callaway Cars Incorporated|Callaway]] modified version, named C4B, was fitted to HSV GTS models producing 402 hp (300 kW).  
The '''LS1''' shares little other than similar displacement, external dimensions, and rod bearings, with its [[Chevrolet Small-Block engine| predecessor]]. It is an all-aluminum 5.7 L ({{convert|5665|cc|CID|disp=s|abbr=on}}) [[pushrod]] engine and was rated between 305 - 350 hp (227 to 261 kW) and 335-375 ft·lbf (454-508 N·m) of [[torque]] in North America, depending on the application.  In Australia, continuous modifications were made to the LS1 engine throughout its lifetime, reaching 382 hp (285 kW) in the [[Holden Special Vehicles|HSV's]] YII series and a [[Callaway Cars Incorporated|Callaway]] modified version, named C4B, was fitted to HSV GTS models producing 402 hp (300 kW).  


The version fitted to the 2004 Pontiac GTO was rated at 350 hp (261 kW) and 365 ft·lbf (494 Nm) of torque. Beginning in 2001, the LS1 in the Corvette received the higher-flowing intake from the LS6 and a milder [[camshaft]] to keep power at the same level; this also allowed GM to remove the [[exhaust gas recirculation]] (EGR) system (Camaro/Firebird only; 97-00 Corvette LS1 never used an EGR system). The block is very similar to that of the higher-output LS6; beginning in 2002, some LS1 engines were actually built using the LS6 block instead. {{Fact|date=August 2008}} The LS1 was on the [[Ward's 10 Best Engines]] list for 1998.   
The version fitted to the 2004 Pontiac GTO was rated at 350 hp (261 kW) and 365 ft·lbf (494 Nm) of torque. Beginning in 2001, the LS1 in the Corvette received the higher-flowing intake from the LS6 and a milder [[camshaft]] to keep power at the same level; this also allowed GM to remove the [[exhaust gas recirculation]] (EGR) system (Camaro/Firebird only; 97-00 Corvette LS1 never used an EGR system). The block is very similar to that of the higher-output LS6; beginning in 2002, some LS1 engines were actually built using the LS6 block instead. The LS1 was on the [[Ward's 10 Best Engines]] list for 1998.   
* 1997-2004 [[Chevrolet Corvette C5]], excluding Z06
* 1997-2004 [[Chevrolet Corvette C5]], excluding Z06
* 1998-2002 [[Chevrolet Camaro]] Z28, SS
* 1998-2002 [[Chevrolet Camaro]] Z28, SS
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The '''LS7''' is a 7.0 L ({{convert|7011|cc|CID|disp=s|abbr=on}}) engine, based on the Gen IV architecture. The block is changed, with sleeved pistons and a larger 4.125 in (104.9 mm) bore and longer 4.00 in (101.6 mm) stroke than the LS2. The small-block's 4.4 in (111.8 mm) bore spacing is retained, requiring pressed-in cylinder liners. The crankshaft and main bearing caps are [[forged]] steel for durability, the connecting rods are forged titanium, and the pistons are [[Hypereutectic piston|hypereutectic]].  The two-valve arrangement is retained, though the titanium intake valves by [[Del West]] have grown to 2.20 in (55.9 mm) and sodium-filled exhaust valves are up to 1.61 in (40.9 mm).  
The '''LS7''' is a 7.0 L ({{convert|7011|cc|CID|disp=s|abbr=on}}) engine, based on the Gen IV architecture. The block is changed, with sleeved pistons and a larger 4.125 in (104.9 mm) bore and longer 4.00 in (101.6 mm) stroke than the LS2. The small-block's 4.4 in (111.8 mm) bore spacing is retained, requiring pressed-in cylinder liners. The crankshaft and main bearing caps are [[forged]] steel for durability, the connecting rods are forged titanium, and the pistons are [[Hypereutectic piston|hypereutectic]].  The two-valve arrangement is retained, though the titanium intake valves by [[Del West]] have grown to 2.20 in (55.9 mm) and sodium-filled exhaust valves are up to 1.61 in (40.9 mm).  


Peak output is 505 hp (377 kW) at 6300 rpm and 470 ft·lbf (637 N·m) at 4800 rpm with a 7000 rpm [[redline]] setting a new record for a production overhead valve pushrod engine.{{Fact|date=December 2007}} During GM's reliability testing of this engine in its prototype phase, the LS7 was remarked to have been repeatedly tested to be 8000 rpm capable, although power was not made at that rpm level, due to the constraints of the camshaft's profile and the intake manifold ability to flow required air at that engine speed.
Peak output is 505 hp (377 kW) at 6300 rpm and 470 ft·lbf (637 N·m) at 4800 rpm with a 7000 rpm [[redline]] setting a new record for a production overhead valve pushrod engine.  During GM's reliability testing of this engine in its prototype phase, the LS7 was remarked to have been repeatedly tested to be 8000 rpm capable, although power was not made at that rpm level, due to the constraints of the camshaft's profile and the intake manifold ability to flow required air at that engine speed.


The LS7 is hand-built by the [[General Motors Performance Build Center]] in [[Wixom, Michigan]]. Most of these engines are installed in the Z06, but some are also sold to individuals by GM as a [[crate engine]].  
The LS7 is hand-built by the [[General Motors Performance Build Center]] in [[Wixom, Michigan]]. Most of these engines are installed in the Z06, but some are also sold to individuals by GM as a [[crate engine]].  
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