Florida truck, No rust LS1 engine conversion New transmission with warranty. The 5.7L LS1 introduced the third generation of General Motors’ Small Block V8 engines. Other than a similar displacement, external dimensions and rod bearings, the LS1 shared little with the Gen II LT1 engine it replaced.
The LS1 was initially introduced in the 1997 Chevrolet Corvette C5, in which it was rated at 345 horsepower (257 kW) at 5,600 rpm and 350 pound-feet of torque (470 Nm) at 4,400 rpm. In 2001, GM improved the intake and exhaust manifolds, increasing the rating to 350 horsepower (260 kW) and 365 pound-feet of torque (495 Nm). The engine was used in the Corvette from 1997 through 2004.
In 1998, GM introduced the LS1 in its F-Body vehicles — the Chevrolet Camaro and Pontiac Firebird Trans Am. The engine was rated at 305-310 horsepower, a rating believed by some to have been conservative. The engine was used in F-Body vehicles until 2002.
The engine was also available in the Pontiac GTO and in the Holden Commodore, Ute, and Caprice. Holden, GM’s Australian subsidiary, continued to make improvements to the LS1 throughout its lifetime. The HSV YII series was rated at 382 horsepower (285 kW), while version modified by Callaway named “C4B” produced 402 horsepower (300 kW) in the HSV GTS models.
LS1 engine highlights include:
Cylinder block: the Gen III cylinder block shares key design elements with GM’s original small-block V8: a 90-degree cylinder angle and 4.400-inch bore centers. The bore and stroke dimensions are: 3.90-inch (99 mm) bore x 3.62-inch (92 mm) stroke.
Oiling System: the oiling system utilizes a conventional “wet sump” design with the oil pickup being rear-mounted in the oil pan. The oil pump is on the front of the block, and the oil filter is near the rear of the engine.
All Gen III engines are designed to be used with GM’s AC Delco motor oil. The LS1 5.7L uses 5W30.
Rotating assembly: within the Gen III block is a durable rotating assembly that includes a cat iron crankshaft and 6.098-inch-long, powder-metal connecting rods, as well as M142 hypereutectic cast aluminum-alloy pistons. The connecting rods have an I-beam design.
PCV System: the LS1’s PCV system pulls crankcase gases and engine oil blow-by from the valve cover, the system. Possible oil consumption issues noted on early LS1 engines.
Camshaft Design: the LS1 engine uses a hydraulic roller-lifter camshaft, and received two slightly varied cam specifications depending on the application and model year.
Cylinder Head Design: the LS1 cylinder heads feature all-aluminum construction, Cathedral intake port shapes, oval exhaust port. Steel intake and exhaust valves are used in the aluminum alloy heads
Valvetrain Components: include beehive valve springs and roller-pivot rocker arms
Fuel Injection System: port-fuel injection is utilized on all Gen III engines. Port-fuel injection places the injectors on a fuel rail mounted the intake manifold. From there, the injectors spray fuel into the intake ports, just ahead of the combustion chamber. The fuel then mixes with incoming air before going through the combustion cycle.
Exhaust Manifolds: the LS1 engine uses a cast iron “four-into-one” short-header exhaust manifold design.
Cooling System: features a belt-driven water pump, front-mounted radiator and an electric fan.
24X Ignition System: All Gen III engines use a 24X crankshaft reluctor wheel to keep engine time.
Engine Controller: There were three different engine controllers used across the life of the LS1 engine.