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65-401: LS7 may refer to: Vehicles [ edit ] General Motors LS7 , a small-block V8 gasoline engine Rolladen-Schneider LS7 , a 1988–1993 German high-performance single-seat sailplane IM LS7 , a battery electric mid-size crossover Other uses [ edit ] CS/LS7 , a Chinese submachine gun [REDACTED] Topics referred to by

130-439: A crank journal , but this reduces the size of the rod bearings and means that matching (i.e. opposite) cylinders in the different banks are slightly offset along the crankshaft axis (which creates a rocking couple ). Another solution is to use master-and-slave connecting rods, where the master rod also includes one or more ring pins which are connected to the big ends of slave rods on other cylinders. A drawback of master-slave rods

195-477: A dual overhead cam engine; GM in response had developed the Northstar engines for Cadillac, but those engines were initially exclusive to that brand and not originally designed for rear-wheel-drive vehicles. Later on, Sam Winegarden, former General Motors chief engineer for small-blocks, stated that despite the stigma of the pushrod engine being "a symbol of the uncompetitiveness [sic] of the domestic industry,"

260-425: A plain bearing to reduce friction; however some smaller engines may instead use a rolling-element bearing , in order to avoid the need for a pumped lubrication system. Connecting rods with rolling element bearings are typically a one piece design where the crankshaft must be pressed together through them, rather than a two piece design that can be bolted around the journal of a one piece crankshaft. Typically there

325-521: A bore and stroke of 99 mm × 92 mm (3.898 in × 3.622 in). When introduced in the 1997 Corvette, the LS1 was rated at 345 hp (257 kW) at 5,600 rpm and 350 lb⋅ft (475 N⋅m) at 4,400 rpm. After improvements to the intake and exhaust manifolds in 2001, the rating improved to 350 hp (261 kW) and 365 lb⋅ft (495 N⋅m) (375 lb⋅ft (508 N⋅m) for manual-transmission Corvettes. The LS1

390-411: A connecting rod, since the piston only produced force in one direction. However, most steam engines after this are double-acting , therefore the force is produced in both directions, leading to the use of a connecting rod. The typical arrangement uses a large sliding bearing block called a crosshead with the hinge between the piston and connecting rod placed outside the cylinder, requiring a seal around

455-400: A direct attachment to the crankshaft. The remaining pistons pin their connecting rods' attachments to rings around the edge of the master rod. Multi-bank engines with many cylinders, such as V12 engines , have little space available for many connecting rod journals on a limited length of crankshaft. The simplest solution, as used in most road car engines, is for each pair of cylinders to share

520-445: A redesign to include significantly better airflow, with evenly spaced exhaust and intake valves . A deeper engine skirt meant that the third and following generations were slightly larger than its predecessors; the deeper skirts strengthened the block and improved rigidity. A deep engine skirt refers to an engine block which extends below the centerline position of the crankshaft within the engine. Another feature across all generations

585-522: A significant horsepower increase of 25%. This contributed to lowering the Corvette's 0–60 mph (0–97 km/h) from 11 seconds to 8.7. Nicknamed the "Mighty Mouse," the Turbo-Fire soon became popular within the hot rodding community too, along with scoring wins in stock car racing . A larger version of the Turbo-Fire arrived in 1957, now bored out to 3.875 in (98.4 mm). This gave

650-406: A specific mixture of metals and non-metals which have been compressed in a forming press . The mixture is then quickly transferred into a traditional die cavity in a forging press and is pressed once then cooled. Powder-forging is also more cost-effective compared to traditional die forging, reducing the amount of tooling required to trim inconsistencies in hot-forged connecting rods. Stronger than

715-437: A torque rating between 285–295 lb⋅ft (386–400 N⋅m), depending on the model year and application. The 2005–2006 models made 285 hp (213 kW) and 295 lb⋅ft (400 N⋅m). The LR4 was manufactured at St. Catharines, Ontario , and Romulus, Michigan . It uses flat-top pistons. Applications: The Vortec 5300 , or LM7/L59/LM4, is a V8 truck engine. It is a longer-stroked by 9 mm (0.35 in) version of

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780-452: A unique camshaft not shared with any other engine, with the specifications at .050 duration being: 193 duration, .482 lift, 116 LSA. As a result, power increased by 15 hp (11 kW), to 310 hp (230 kW) and 335 lb⋅ft (454 N⋅m). It was available in extended-cab standard-bed 4WD pickup trucks. The SSR also came with an L33. Only 25% of 2005 Chevrolet/GMC full-size pickup trucks had an L33 engine. Applications: The 6.0 L

845-551: Is a flexible-fuel version of the LM7. The 2002–2003 L59 made 285 hp (213 kW) and 320 lb⋅ft (434 N⋅m), while the 2004–2007 L59 made 295 hp (220 kW) and 335 lb⋅ft (454 N⋅m). Applications: The Vortec 5300 LM4 (VIN code "P") is an aluminum block version of the LM7, and had a short production life, as did the specific vehicles in which LM4s are found. LM4s made 290 hp (216 kW) and 325 lb⋅ft (441 N⋅m). The LM7 should not be confused with

910-513: Is a larger version of the LS engine. 6.0 L blocks were cast of iron, designed to bridge the gap between the new small blocks and big blocks in truck applications. There were two versions of this engine: LQ4 and LQ9, the latter being more performance oriented. The Vortec 6000 is a V8 truck engine. Displacement is 5,967 cc (6.0 L; 364.1 cu in) from a bore and stroke of 101.6 mm × 92 mm (4.00 in × 3.62 in). It

975-457: Is a more expensive option which reduces the weight. Cast iron can be used for cheaper, lower performance applications such as motor scooters. During each rotation of the crankshaft, a connecting rod is often subject to large and repetitive forces: shear forces due to the angle between the piston and the crankpin, compression forces as the piston moves downwards, and tensile forces as the piston moves upwards. These forces are proportional to

1040-589: Is a pinhole bored through the bearing on the big end of the connecting rod so that lubricating oil squirts out onto the thrust side of the cylinder wall to lubricate the travel of the pistons and piston rings . A connecting rod can rotate at both ends, so that the angle between the connecting rod and the piston can change as the rod moves up and down and rotates around the crankshaft . The materials used for connecting rods widely vary, including carbon steel, iron base sintered metal, micro-alloyed steel, spheroidized graphite cast iron. In mass-produced automotive engines,

1105-793: Is also considered one of the most popular V8 engines ever. Spanning three generations, a new, sixth generation is expected to enter production soon. Various small-block V8s were and still are available as crate engines . The "LS" nomenclature originally came from the Regular Production Option (RPO) code LS1, assigned to the first engine in the Gen III engine series. The LS nickname has since been used to refer generally to all Gen III and IV engines, but that practice can be misleading, since not all engine RPO codes in those generations begin with LS. Likewise, although Gen V engines are generally referred to as "LT" small-blocks after

1170-521: Is an iron/aluminum (1999 and 2000 model year engines had cast iron heads) design and produces 300 to 345 hp (224 to 257 kW) and 360 to 380 lb⋅ft (488 to 515 N⋅m). The Vortec 6000 LQ4 (VIN code "U") is a V8 truck engine. It produces 300 to 335 hp (224 to 250 kW) and 360 to 380 lb⋅ft (488 to 515 N⋅m). LQ4s were built in Romulus, Michigan , and Silao, Mexico . Applications: Connecting rod The predecessor to

1235-555: Is different from Wikidata All article disambiguation pages All disambiguation pages General Motors LS7 The General Motors LS-based small-block engines are a family of V8 and offshoot V6 engines designed and manufactured by the American automotive company General Motors . First introduced in 1997, the family is a continuation of the earlier first- and second-generation Chevrolet small-block engine , of which over 100 million have been produced altogether and

1300-530: Is known colloquially as an LS swap . These engines also enjoy a high degree of aftermarket support due to their popularity and affordability. The brainchild of Chevrolet chief engineer Ed Cole , the first generation of the Chevrolet small-block engine was first unveiled in the 1955 Chevrolet Corvette and Chevrolet Bel Air , both powered by the 265 cu in (4,343 cc) "Turbo-Fire." The 265 Turbo-Fire distinguished itself from other engines of

1365-511: Is that the stroke lengths of all slave pistons not located 180° from the master piston will always be slightly longer than that of the master piston, which increases vibration in V engines. One of the most complicated examples of master-and-slave connecting rods is the 24-cylinder Junkers Jumo 222 experimental airplane engine developed for World War II. This engine consisted of six banks of cylinders, each with four cylinders per bank. Each "layer" of six cylinders used one master connecting rod, with

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1430-587: The Artuqid State (modern Turkey), when inventor Al-Jazari described a machine which incorporated the connecting rod with a crankshaft to pump water as part of a water-raising machine, though the device was more complex than typical crank and connecting rod designs. There is also documentation of cranks with connecting rods in the sketch books of Taccola from Renaissance Italy and 15th century painter Pisanello . The 1712 Newcomen atmospheric engine (the first steam engine) used chain drive instead of

1495-714: The Chevrolet Camaro / Pontiac Firebird and Holden Commodore , trucks such as the Chevrolet Silverado , and SUVs such as the Cadillac Escalade . A clean-sheet design, the only shared components between the Gen III engines and the first two generations of the Chevrolet small-block engine are the connecting rod bearings and valve lifters . However, the Gen III and Gen IV engines were designed with modularity in mind, and several engines of

1560-571: The HSV's VYII series, and a Callaway modified version named "C4B" was fitted to HSV GTS models producing 400 bhp (298 kW) and 376 lb⋅ft (510 N⋅m) of torque. Applications: The LS6 is a higher-output version of GM's LS1 engine and retains the same capacity. The initial 2001 LS6 produced 385 bhp (287 kW) and 385 lb⋅ft (522 N⋅m), but the engine was modified for 2002 through 2004 to produce 405 bhp (302 kW) and 400 lb⋅ft (542 N⋅m) of torque. The LS6

1625-673: The Vortec 4800 and replaced the L31 . L59 denoted a flexible-fuel version of the standard-fuel LM7 engine. Displacement is 5,327 cc (5.3 L; 325.1 cu in) from a bore and stroke of 96 mm × 92 mm (3.78 in × 3.62 in). Vortec 5300s were built in St. Catharines, Ontario , and Romulus, Michigan . Another engine variant, the L33, shares the same displacement, but has an aluminum block with cast-in cylinder liners, much like

1690-455: The hood of the Corvette. Approval for the Gen III was granted in May 1992, after a seat-of-the-pants decision made by General Motors executives who went for a drive in two Corvettes—one equipped with a traditional pushrod engine and one with a newer dual overhead camshaft engine. Tom Stephens, then-executive director of General Motors Powertrains, was the man in charge of the project. Stephens had

1755-429: The piston rod . In a steam locomotive , the cranks are usually mounted directly on the driving wheels . The connecting rod is used between the crank pin on the wheel and the crosshead (where it connects to the piston rod ). On smaller steam locomotives, the connecting rods are usually of rectangular cross-section, however marine-type rods of circular cross-section have occasionally been used. On paddle steamers ,

1820-495: The second generation of Chevrolet small-block hit the market in that year's Chevrolet Corvette in the form of the LT1 small-block. It featured reverse-flow cylinder heads , a new ignition system , and new engine block, but the valvetrain and engine mounts were carried over in order to maintain a degree of compatibility with the previous generation. Other modifications such as a better flowing intake manifold and cylinder heads gave

1885-480: The Generation IIIs, the LS1 was the progenitor of the new architecture design that would transform the entire V8 line and influence the last of the big-blocks . The Generation III 5.7L (LS1 and LS6) engines share little other than similar displacement, external dimensions, and rod bearings, with its predecessor (LT1). It is an all-aluminum 5,665 cc (5.7 L; 345.7 cu in) pushrod engine with

1950-506: The L33, described below. Applications: The Vortec 5300 L33 (VIN code "B") is an aluminum block version of the LM7, marketed as the Vortec 5300 HO. Instead of the LM7's dished pistons, the L33 uses the 4.8L's flat top pistons. It also uses 799 cylinder heads, identical to 243 castings found on LS6s and LS2s, lacking only LS6-spec valve springs and lightweight valves. This combination raised the compression from 9.5:1 to 10.0:1. The L33 also used

2015-538: The LS family. The Vortec 4800 LR4 (VIN code "V") is a Generation III small block V8 truck engine. Displacement is 4,806 cc (4.8 L; 293.3 cu in) with a bore and stroke of 96 mm × 83 mm (3.78 in × 3.27 in). It is the smallest of the Generation III Vortec truck engines. The LR4 engines in 1999 produced 255 hp (190 kW) while the 2000 and above models made 270–285 hp (201–213 kW) and all have

LS7 - Misplaced Pages Continue

2080-430: The LS series increases the airflow into the cylinders at low revolutions, increasing the torque . Truck applications of the LS engine have even longer intake manifolds, being approximately 3 in (76 mm) taller than passenger car manifolds. Most engines were also fitted with hypereutectic pistons , replacing the previous cast pistons which were weaker and less thermally stable. Powder-forging involves sintering

2145-432: The LS series makes for an extremely strong engine block with the aluminum engines being nearly as strong as the iron generation I and II engines. The LS engine also used coil-near-plug style ignition to replace the distributor setup of all previous small-block based engines. The traditional five-bolt pentagonal cylinder head pattern was replaced with a square four-bolt design (much like the 1964–1990 Oldsmobile V8 ), and

2210-633: The LS1. The Vortec 5300 LM7 ( VIN code 8th digit "T") was introduced in 1999. The "garden variety" Generation III V8 has a cast-iron block and aluminum heads. The 1999 LM7 engine produced 270 hp (201 kW) and 315 lb⋅ft (427 N⋅m) of torque. The 2000–2003 engines produced 285 hp (213 kW) and 325 lb⋅ft (441 N⋅m) of torque. The 2004–2007 engines produced 295 hp (220 kW) and 335 lb⋅ft (454 N⋅m) of torque. The stock cam specifications at .050 lift are: 190/191 duration, .466/.457 lift, 114 LSA, 112/116 timing. Applications: The Vortec 5300 L59 (VIN code "Z")

2275-453: The LT1 a power output of 300 hp (224 kW; 304 PS). The second generation culminated in the LT4 small-block, which gained a minor power increase of 30 hp (22 kW; 30 PS). Other changes included a lighter valvetrain and strengthened crankshaft . The decision to stick with pushrod technology was seen as archaic at the time; such engines were seen as outdated compared to

2340-716: The RPO LT1 first version, GM also used other two-letter RPO codes in the Gen V series. The LS1 was first fitted in the Chevrolet Corvette (C5) , and LS or LT engines have powered every generation of the Corvette since (with the exception of the Z06 variant of the eighth generation Corvette , which is powered by the unrelated Chevrolet Gemini small-block engine ). Various other General Motors automobiles have been powered by LS- and LT-based engines, including sports cars such as

2405-409: The amount of sideways force and engine wear. However, the maximum length of a connecting rod is constrained by the engine block size; the stroke length plus the connecting rod length must not result in the piston travelling past the top of the engine block. Radial engines typically use master-and-slave connecting rods, whereby one piston (the uppermost piston in the animation), has a master rod with

2470-425: The block between cylinders, improved main web strength and bay to bay breathing, an intake manifold and MAF-sensor with higher flow capacity, a camshaft with higher lift and more duration, a higher compression ratio of 10.5:1, sodium-filled exhaust valves, and a revised oiling system better suited to high lateral acceleration. LS6 intake manifolds were also used on all 2001+ LS1/6 engines. The casting number, located on

2535-432: The block) to open and close the valves. The advantages of an engine configuration like this (as opposed to an overhead camshaft engine ) is that since the camshaft is located within the engine valley, a pushrod engine will be shorter in height compared an overhead camshaft engine. Another advantage is that there are fewer mechanical components such as timing chains and extra camshafts, which increases reliability by keeping

2600-609: The connecting rod is a mechanic linkage used by water mills to convert rotating motion of the water wheel into reciprocating motion. The most common usage of connecting rods is in internal combustion engines or on steam engines . A connecting rod crank has been found in the Celtic Oppida at Paule in Brittany, dated to 69BC The predecessor to the connecting length is the mechanical linkage used by Roman-era watermills . An early example of this linkage has been found at

2665-444: The connecting rod. The sideways force exerted on the piston through the connecting rod by the crankshaft can cause the cylinders to wear into an oval shape. This significantly reduces engine performance, since the circular piston rings are unable to properly seal against the oval-shaped cylinder walls. The amount of sideways force is proportional to the angle of the connecting rod, therefore longer connecting rods will reduce

LS7 - Misplaced Pages Continue

2730-407: The connecting rods are called 'pitmans' (not to be mistaken for pitman arms ). A connecting rod for an internal combustion engine consists of the 'big end', 'rod' and 'small end'. The small end attaches to the gudgeon pin (also called 'piston pin' or 'wrist pin' in the U.S.), which allows for rotation between the connecting rod and the piston. Typically, the big end connects to the crankpin using

2795-406: The connecting rods are most usually made of steel . In high performance applications, "billet" connecting rods can be used, which are machined out of a solid billet of metal, rather than being cast or forged. Other materials include T6- 2024 aluminium alloy or T651- 7075 aluminium alloy , which are used for lightness and the ability to absorb high impact at the expense of durability. Titanium

2860-430: The decision to stick with pushrods was made on the basis that switching to overhead camshafts was unnecessary. The power requirements for the Corvette were satisfied by simply increasing engine displacement. Current General Motors chief engineer for small-blocks Jake Lee also stated that switching to overhead camshafts would also increase the height of the engine by 4 in (102 mm), rendering it too tall to fit under

2925-462: The engine simple. All three generations were outfitted with either aluminum or cast iron engine blocks, with all passenger car engine blocks being aluminum, whereas truck engine blocks could be either material. Every single engine was also fitted with aluminum cylinder heads, except for the 1999 and 2000 model year of the LQ4, which were cast iron. Other modifications to the cylinder heads included

2990-451: The engine speed (RPM) squared. Failure of a connecting rod, often called "throwing a rod", often forces the broken rod through the side of the crankcase and thereby renders the engine irreparable. Common causes of connecting rod failure are tensile failure from high engine speeds, the impact force when the piston hits a valve (due to a valvetrain problem), rod bearing failure (usually due to a lubrication problem), or incorrect installation of

3055-409: The era such as Cadillac's 331 series of the late 1940s and early 1950s by reducing the size and weight of various components within the engine; a compact engine block combined with a light valvetrain gave the Turbo-Fire a 40 lb (18 kg) weight reduction compared to the inline-sixes (despite having two more cylinders) that initially powered the first generation of the Corvette, alongside

3120-491: The forged steel connecting rods of the previous two generations, powder-forged connecting rods have been fitted to every LS and LT engine except for the LS7. The GM Generation I and Generation II engine families are both derived from the longstanding Chevrolet small block V8. The Generation III small-block V8 was a "clean sheet" design, which replaced the Gen I and Gen II engine families in 2002 and 1997 respectively. Like

3185-496: The fork. This arrangement removes the rocking couple that is caused when cylinder pairs are offset along the crankshaft. A common arrangement for the big-end bearing is for the fork rod to have a single wide bearing sleeve that spans the whole width of the rod, including the central gap. The blade rod then runs, not directly on the crankpin, but on the outside of this sleeve. This causes the two rods to oscillate back and forth (instead of rotating relative to each other), which reduces

3250-589: The late 3rd century Hierapolis sawmill in Roman Asia (modern Turkey) and the 6th century saw mills at Ephesus in Asia Minor (modern Turkey) and at Gerasa in Roman Syria. The crank and connecting rod mechanism of these machines converted the rotary motion of the waterwheel into the linear movement of the saw blades. An early documentation of the design occurred sometime between 1174 and 1206 AD in

3315-503: The new engine a total displacement of 283 cu in (4,638 cc); this newer version was dubbed the "Super Turbo-Fire." The Super Turbo-Fire was also the first engine offered with mechanical fuel injection . The top-of-the-line model produced 283 hp (211 kW; 287 PS), giving it a 1:1 cubic inch to horsepower ratio; this lowered the Corvette's 0–60 mph (0–97 km/h) to 7.2 seconds. General Motors would produce more powerful and larger displacement iterations of

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3380-419: The other five cylinders using slave rods. Approximately 300 test engines were built, however the engine did not reach production. Fork-and-blade rods, also known as "split big-end rods", have been used on V-twin motorcycle engines and V12 aircraft engines. For each pair of cylinders, a "fork" rod is split in two at the big end and the "blade" rod from the opposing cylinder is thinned to fit into this gap in

3445-531: The pistons are of the flat-topped variety (in the LS1, LS2, LS3, LS6, LS7, LQ9, and L33), while all other variants, including the new LS9 and LQ4 truck engine, received a dished version of the GM hypereutectic piston. The cylinder firing order was changed to 1-8-7-2-6-5-4-3 so that the LS series now corresponds to the firing pattern of other modern V8 engines (for example the Ford Modular V8 ). The first of

3510-598: The previous two generations, the Buick and Oldsmobile small blocks, the Gen III/IV can be found in many different brands. The engine blocks were cast in aluminum for car applications, and iron for most truck applications (notable exceptions include the Chevrolet TrailBlazer SS , Chevrolet SSR , and a limited run of Chevrolet Silverado/GMC Sierra extended-cab standard-box 4WD trucks). The architecture of

3575-435: The same 3.622" stroke (with most of those variants using the same basic crankshaft casting), the 4.8L and 5.3L variants utilized the same block casting, and several variants used the same length connecting rod. Other modifications include long runner intake manifolds, powder-forged connecting rods and the introduction of six-bolt main bearings (as opposed to four on the previous generations). Long runner intake manifolds in

3640-448: The same term This disambiguation page lists articles associated with the same title formed as a letter–number combination. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=LS7&oldid=1228402462 " Category : Letter–number combination disambiguation pages Hidden categories: Short description

3705-421: The small-block, until stringent emission regulations in the late 1960s severely limited performance. The Malaise era (roughly 1973 to 1983), as it was known, saw some of the lowest horsepower figures in several muscle and or pony car engines. This included the Corvette whose power output dropped below 200 hp (149 kW; 203 PS) despite a displacement of 350 cu in (5,735 cc). 1992 saw

3770-469: The smaller capacity (but more powerful and fuel efficient) overhead cam engines favored by European and Asian manufacturers. One of GM's domestic rivals, Ford , had announced plans to axe its small block engine from production in the early 1990s, in favor of its Modular engines. Another domestic rival, Chrysler Corporation, had stopped building passenger cars with V8 engines years prior, relegating them to its trucks and SUVs. Many car enthusiasts also desired

3835-579: The task of designing an engine that was not only more powerful than the previous small-block iterations, but one that could also deliver better fuel economy and meet emissions standards . Work began in 1993, shortly after the release of the LT1 Gen II engine. A small team hand-picked from the Advanced Engineering department of General Motors was assembled to do much of the initial design work, with initial prototypes hitting test benches by

3900-591: The top rear edge of the block, is 12561168. The SSC Ultimate Aero TT also utilized the LS6 block, albeit with an enlarged displacement of 6.3 L (384.4 cu in) and the addition of two turbochargers . Applications: The 4.8L and the 5.3L are smaller truck versions of the LS1 and were designed to replace the 305 and the 350 in trucks. The 4.8L and 5.3L engines share the same Gen III LS-series engine block and heads (upper end) and therefore, most parts interchange freely between these engines and other variants in

3965-400: The two generations share a large number of interchangeable parts. Gen V engines do not share as much with the previous two, although the engine block is carried over, along with the connecting rods. The serviceability and parts availability for various Gen III and Gen IV engines have made them a popular choice for engine swaps in the car enthusiast and hot rodding community, and sometimes

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4030-410: The winter of 1993. Stephens also recruited Ed Koerner, a former NHRA record holder, to help with much of the hands-on work, while Stephens dealt with corporate. All three generations are overhead valve engines , otherwise known as pushrod engines. Overhead valve engines have the valves mounted above the cylinder head, with a pushrod and rocker arm allowing the camshaft (which is mounted inside

4095-605: Was originally only used in the high-performance C5 Corvette Z06 model, with the Cadillac CTS V-Series getting the 400 bhp (298 kW) engine later. The V-Series used the LS6 for two years before being replaced by the LS2 in 2006. For 2006, the Z06 replaced the LS6 with the new LS7 . The LS6 shares its basic block architecture with the GM LS1 engine , but other changes were made to the design such as windows cast into

4160-550: Was the 4.4 in (112 mm) bore spacing and pushrods, the former of which is also in use in the Chevrolet Gemini small-block engine . The use of aluminum allowed for further weight reduction; the 1997 LS1 was almost 100 lb (45 kg) lighter than previous cast-iron small-block iterations. GM also made extensive use of economies of scale for the LS: with the exception of the 4.8L and 7.0L engines, all variants used

4225-486: Was used in the Corvette from 97 to 04. It was also used in 98-02 GM F-Body (Camaro & Firebird) cars with a rating of over 305–345 hp (227–257 kW), which was rumored to be conservative. The extra horsepower was claimed to come from the intake ram-air effect available in the SS and WS6 models. In Australia, continuous modifications were made to the LS1 engine throughout its lifetime, reaching 382 hp/376 ft-lb in

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