Gm engine weights

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PaulS

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Sep 6, 2011
Messages
297
Location
Seattle, Wa., USA
Cast Iron SBC weighs in at 620 lbs. without starter or alternator.
I haven't worked with the others so someone else will have to add that info.
Paul
 

RJW

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Joined
Feb 9, 2011
Messages
708
Location
Wisconsin and Kansas
A good SBC with as many cheap aluminum parts as possible will weigh running about 425 pounds. An LS motor will weigh about 370 pounds. Don’t know what a 90 degree V6 will weigh since they are a poor choice for any application. I have no interest in them and hope that others see the same. Of course the best thing is to start whatever motor you are interested in and then weigh it. Hope this helps.

DSC_0353.jpg


Rob
 
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ekimneirbo

Guest
Thats a good comparative source of information. Something to consider here is that apparently most of the weights for the LS engines include exhaust manifolds while many of the smallblock crate engines don't. I weighed an LS1 with manifolds and pwr steering pump but no flywheel and it was right at 400 lbs. The thing to consider here is that cast iron will always weigh more than aluminum and you are usually looking at about 75 lbs just for the block. How much power does it take to make 75 additional pounds fly, and how much will it affect your stall speed....especially out on the nose of the airplane. You can lower some of the weight with selective machining of unnecessary engine lugs and homemade accessory brackets. ATI even has a lightweight balancer available for the LS....don't know about the smallblock.
 
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ekimneirbo

Guest
The SAL Mustang presentation is excellent, everyone should take the time to read it. Some things have changed since it was written (I think the LS2 is no longer in production) but
anyone who researches the LS engine will find some even better possibilities in todays GM and aftermarket offerings. The LS3 block offers more displacement for a reasonable price.
Couple that with a 4 inch crank and get 415 cu in. You can use a Lunati,Scat,or Eagle crank that has the extended snout for the dry sump pump from an LS7 or standard snout for
a conventional geroter oil pump. Buy some lower compression pistons and then bolt on some dirt cheap ($100-$150) used LS1 heads (rebuild them) and a LQ4 (dirt cheap $50-$150
complete with injectors) for torque. Since the engine wil not be turning high rpms, LS1 heads will flow plenty of air and since they already need rebuilding, you can put some longer length
valves in them. The reason for that would be to get as much lift as possible from a cam to allow really good cylinder filling. A lower comp piston is used to keep the comp ratio down
with the LS1 heads. It all kinda falls into place if someone is willing to build an engine (you can get a 415 shortblock for about $4200 off Ebay)
 

4trade

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Joined
Nov 1, 2010
Messages
527
Location
Lahti/Finland
I am very happy with GM design of these engines. Heads are really great for stock factory engine. I am building my friend Lingenfelter Corvette (only example here in Finland), bi turbo LS 2 and occasionally i am touch with his LS 3 Historic racer (Corvette too) engine. LS series engines is exceptionally fine design, that you just cant find at that price anywhere else. Parts of these engines is real bargain and LS series can tolerate real abuse in a street or race car.

I think that this engine + turbo with mild boost will be stunning candidate for V8 series of autoconversion. Small boost will drop HP level at reasonable rpm level (long TBO) and tons of power.
 
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ekimneirbo

Guest
The SBC weighs about 40 lbs more than the LS1. I have both in my hangar at the moment. Still trying to decide which to use. If weight were only restriction then the LS wins, but....
Well, here I go ........with both feet! As much as I admire and respect the venerable smallblock, it will gradually become the next flathead ford to the engine world. The LS has so many more advantages it hard to know where to start. Most people feel tht the small block is the ultimate cheap auto engine for an airplane.....but if you compare apples to apples (aluminum to aluminum) the LS Block and heads are way cheaper to obtain. Crankshafts and pistons will be similar in price depending on what you decide to use, but you can get a basic smallblock set up cheaper.............but is that the one you want in your airplane. The perhiperal stuff for the LS will cost more. The LS easily produces lots of power and it has six bolt main caps to surround your crank which is raised into the block for additional strength. And,on and on and on........
 

Toobuilder

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Jan 19, 2010
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Mojave, Ca
...As much as I admire and respect the venerable smallblock, it will gradually become the next flathead ford to the engine world...
Too late! The SBC IS the flathead of this generation. I'm pretty sure there's a "Small Blocks Forever" bumper sticker out there somewhere...

Unless you have a free aluminum smallblock around, theres really not much sense in going that route for an airplane.
 

RJW

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Joined
Feb 9, 2011
Messages
708
Location
Wisconsin and Kansas
I’m a fan of LS and SBC motors as well as just about any motor. But to say that the SBC is the new flathead compared to LS is, at the very least, a little misleading. There has been no change in architecture between the SBC and the LS. They are both 90-degree, pushrod, two-valve motors. The peripherals (EFI, precise timing, etc.) that come with LS motors contribute greatly to the impression that the LS represents a huge leap in technology over the dinosaur SBC. But basically they are both wedge motors the layout of which has been around for decades.

A request for ekimneirbo: I think you posted a picture of a bare LS block that you have in your shop. Would you mind grabbing your bathroom scale and weighing the block? Please include the main caps and bolts if that’s possible.

Thanks,
Rob
 
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ekimneirbo

Guest
I’m a fan of LS and SBC motors as well as just about any motor. But to say that the SBC is the new flathead compared to LS is, at the very least, a little misleading. There has been no change in architecture between the SBC and the LS. They are both 90-degree, pushrod, two-valve motors. The peripherals (EFI, precise timing, etc.) that come with LS motors contribute greatly to the impression that the LS represents a huge leap in technology over the dinosaur SBC. But basically they are both wedge motors the layout of which has been around for decades.

A request for ekimneirbo: I think you posted a picture of a bare LS block that you have in your shop. Would you mind grabbing your bathroom scale and weighing the block? Please include the main caps and bolts if that’s possible.

Thanks,
Rob

Hello Rob,

Don't mean to ruffle your feathers but metaphorically speaking the
days of the smallblock are beginning to be numbered. As GM stops producing they will remain in more limited numbers. Granted there were millions produced and they will stay around longer than the flathead, but technology for them will dry up because of newer engines that outproduce them hp wise. Racers who drive development with $$$$ want the latest technology....not so much the high dollar guy, but the average guy with a $30K Camaro that
just got smoked by a Mustang. The caveat here is that carburetors on street driven engines cannot compare gas mileage wise. So, while someone may build a 500 hp smallblock, a lack of reasonable gas mileage will keep him from enjoying much driving time. I have
much respect for the smallblock, but personally I'm looking toward whats in the future. I think the biggest thing keeping smallblocks on the road is fear of the computers in modern engines....but aftermarket suppliers are simplifying that everyday.

As for the engine block, GM says they weigh 110 lbs. I can put one on a scale if you would prefer, but thats gonna be pretty close. A real bargain at $5 per copy at your local GM dealer is their GM Performance Parts Catalog. It covers everything from a smallblock to a Big Block and LS engines and is really a wealth of info. Just make sure they don't hand you last years book.


Differences 1.jpg
 

Toobuilder

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Messages
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Mojave, Ca
I’m a fan of LS and SBC motors as well as just about any motor. But to say that the SBC is the new flathead compared to LS is, at the very least, a little misleading. There has been no change in architecture between the SBC and the LS. They are both 90-degree, pushrod, two-valve motors...
The SBC is the new flathead in the respect that it is no longer supported by the factory and is therefore doomed to having its best days behind it. I say this as a Pontiac guy, who not only saw my engine go extinct in 1979, but also the entire brand go under. Yes, the LS is a 90 degree, pushrod V8 like the SBC, but it is better in nearly every way. The main exception being aftermarket support, but that too is changing rapidly. So comparing the SBC to the flathead is not a slam - just accepting reality.
 
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ekimneirbo

Guest
While we are talking about weights, here is what the official GM Performance Catalog
says.

Smallblock Grey Iron Caps 4 Bolt 4" Bore 350 Main Bearing (10066034) 181 lbs
Nodular Cast Iron Caps 4 Bolt 350 Main Bearing (12480175) 196
Nodular Cast Iron Caps 4 Bolt 400 Main Bearing (12480049) 208
Short Deck C Iron 8620 Main Caps 283 Bearing (24502650) 167
(May want to check out aftermarket blocks)
Aluminum 8620 Main Caps 350 Main Bearing (10185075) 90
Aluminum 8620 Main Caps 400 Main Bearing (10134400) 89
Aluminum 8620 Main Caps 400 Main Bearing (24502495) 101

LS1-LS7 Aluminum 6 bolt Main Caps Large (400) Bearing 110

Big Block Cast Iron 4 Bolt Cast Caps (19170538) 247
Cast Iron 4 Bolt Main Caps (19170540) 269
Cast Iron Bowtie 258-296
Aluminum ZL1 (12370850) 233


OK, this should provide some references for builders.
 

ekimneirbo

Banned
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Oct 31, 2014
Messages
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Location
Deep South
Some more reference info for LS engines

Gen III & Gen IV Small Blocks
Part NumberDescriptionLitersCIDHPTQBoreStroke
19165628LS327/3275.33273273473.780"3.622"
17801267LS15.73463503653.898"3.622"
17801268LS65.73464053953.898"3.622"
19156262LQ96.03643453804.000"3.622"
*19165484LS26.03644004004.000"3.622"
*17802134LS364/4406.03644404044.000"3.622"
12611022L996.23764304244.0653.622"
19171224LS376/4856.23764854754.065"3.622"
19171225LS376/5156.23765154694.065"3.622"
19201992LS36.23764304244.065"3.622"
19211978LSA6.23765565514.065"3.622"
19201990LS96.23766386044.065"3.622"
19171821CT5256.23765254714.065"3.622"
19165058LS77.04275054704.125"4.000"
* Discontinued
LS Compatibility - Heads vs. Intakes
IntakesHeads
EnginePart #ManifoldPort Type12559855 LS112564824 LS6/LS212562319 LQ988958665 CNC LS688958622 CNC LS612582713 L76/L9212615879 LS388958698 CNC L92
LS1/LS688894339EFICathedralYesYesYesYesYesNoNoNo
LS2/LQ4889586754-bblCathedralYesYesYesYesYesNoNoNo
LQ4/LQ9N/AEFICathedralYesYesYesYesYesNoNoNo
L7612590123EFIL92NoNoNoNoNoYesYesYes
LS312610434EFIL92NoNoNoNoNoYesYesYes
L76/L92/LS3255344164-bbl w/injL92NoNoNoNoNoYesYesYes
L76/L92/LS3255344014-bblL92NoNoNoNoNoYesYesYes
L92/LS319166952LSX 4bblL92NoNoNoNoNoYesYesYes
L92/LS319172322LSX 4bblL92NoNoNoNoNoYesYesYes
LS7 '05-'0812568976EFILS7NoNoNoNoNoNoNoNo
LS7 '0912610435EFILS7NoNoNoNoNoNoNoNo
LS7255344134-bbl w/injLS7NoNoNoNoNoNoNoNo
LS7255343944-bblLS7NoNoNoNoNoNoNoNo
LSX 45419166948LSX 4bblLS7NoNoNoNoNoNoNoNo
19166950LSX 4bblLSX-CTNoNoNoNoNoNoNoNo
19166954LSX 4bblLSX-DRNoNoNoNoNoNoNoNo
No=not compatableYes=direct compatability
IntakesHeads
EnginePart #ManifoldPort Type19201807 LSX-L9219201805 LSX-LS319213963 LSX-LS912578450 CNC LS719201806 LSX-LS719166981 LSX-CT19166979 LSX-DR12480090 C5R
LS1/LS688894339EFICathedralNoNoNoNoNoNoNoNo
LS2/LQ4889586754-bblCathedralNoNoNoNoNoNoNoNo
LQ4/LQ9N/AEFICathedralYesYesYesNoNoNoNoNo
L7612590123EFIL92YesYesYesNoNoNoNoNo
LS312610434EFIL92YesYesYesNoNoNoNoNo
L76/L92/LS3255344164-bbl w/injL92YesYesYesNoNoNoNoNo
L76/L92/LS3255344014-bblL92YesYesYesNoNoNoNoNo
L92/LS319166952LSX 4bblL92YesYesYesNoNoNoNoNo
L92/LS319172322LSX 4bblL92YesYesYesNoNoNoNoNo
LS7 '05-'0812568976EFILS7NoNoNoYesYesNoNoNo
LS7 '0912610435EFILS7NoNoNoYesYesNoNoNo
LS7255344134-bbl w/injLS7NoNoNoYesYesNoNoNo
LS7255343944-bblLS7NoNoNoYesYesNoNoNo
LSX 45419166948LSX 4bblLS7NoNoNoYesYesNoNoNo
19166950LSX 4bblLSX-CTNoNoNoNoNoYesYesNo
19166954LSX 4bblLSX-DRNoNoNoNoNoYesYesNo
No=not compatableYes=direct compatability
LS Compatability - Heads vs. Blocks
BlocksHeads
EnginePart #Bore Size12559855 LS112564824 LS6/LS212562319 LQ988958665 CNC LS688958622 CNC LS612582713 L76/L9212598594 LS388958698 CNC L92
LS1/LS6125611663.89"YesYesYesYesYesNoNoNo
LQ4/LQ9125728084.00"YesYesYesYesYesYesYesYes
LS2/L76125689504.00"YesYesYesYesYesYesYesYes
L92/LS3125847274.06"YesYesYesYesYesYesYesYes
LSA/LS9 4.06"YesYesYesYesYesYesYesYes
LS7178028544.125"YesYesYesYesYesYesYesYes
LS7*255344274.125"YesYesYesYesYesYesYesYes
C5R124800304.12"-4.16"YesYesYesYesYesYesYesYes
LSX S/B192139643.89"YesYesYesYesYes***
LSX191664543.99"-4.25"********
LSX TD191660973.99"-4.25"********
No=not compatableYes=direct compatability*=4.00 min Bore**=4.125" min Bore***=4.100" min Bore
BlocksHeads
EnginePart #Bore Size19201807 LSX-L9219201805 LSX-LS319213963 LSX-LS912578450 CNC LS719201806 LSX-LS719166981 LSX-CT19166979 LSX-DR12480090 C5R
LS1/LS6125611663.89"YesNoNoNoNoNoNoNo
LQ4/LQ9125728084.00"YesYesYesNoNoNoNoNo
LS2/L76125689504.00"YesYesYesNoNoNoNoNo
L92/LS3125847274.06"YesYesYesNoNoNoNoNo
LSA/LS9 4.06"YesYesYesNoNoNoNoNo
LS7178028544.125"YesYesYesYesYesYesYesYes
LS7*255344274.125"YesYesYesYesYesYesYesYes
C5R124800304.12"-4.16"YesYesYesYesYesYesYesYes
LSX S/B192139643.89"*****************
LSX191664543.99"-4.25"*****************
LSX TD191660973.99"-4.25"*****************
No=not compatableYes=direct compatability*=4.00 min Bore**=4.125" min Bore***=4.100" min Bore
LS Series Blocks
OriginPart #MaterialDeck HeightBoreMain BoltCap MaterialCrank Jrnl DiaOilingRr Main SealMax StrokeMax HPUsage
LS1/LS612561166Alum9.2403.89"6IronStd LS 2.56Wet1 Pc4.00"450Street
LS212568950Alum9.2404.00"6IronStd LS 2.56Wet1 Pc4.00"450Street
L92/LS312584727Alum9.2404.065"6IronStd LS 2.56Wet1 Pc4.00"525Street
LS717802854Alum9.2404.125"6PMStd LS 2.56Dry1 Pc4.10"550Street
LS725534427Alum9.2404.125"6PMStd LS 2.56Dry1 Pc4.10"550Street
C5R12480030Alum9.2404.117"-4.160"68620 SteelStd LS 2.56Wet1 Pc4.10"900Pro
LQ912572808Iron9.2404.00"6IronStd LS 2.56Wet1 Pc4.00"500Street
LSX19166454Iron9.2603.99"-4.250"61045 SteelStd LS 2.56Wet1 Pc4.25"1500+Street/Pro
LSX19166097Iron9.7003.99"-4.250"61045 SteelStd LS 2.56Wet1 Pc4.50"1500+Street/Pro
LS Series Heads
Part #OriginMaterialPort SizeValve AngleChamber CC'sInt ValvesExh ValvesPort TypeRocker StudNotes
12564825Bare LS2 & LS6Alum21015 degree64.52.001.55CathedralBoltBare LS2/LS6
12564824Stock LS6Alum21015 degree64.52.001.55CathedralBoltHollow/Sodium filled Valves
12576063Stock LS2Alum21015 degree64.52.001.55CathedralBoltSolid stem valves
88958622CNC LS6Alum25015 degree61.92.001.55CathedralBolt11.2 compression
88958665CNC LS6Alum25015 degree652.001.55CathedralBolt10.5 compression
88958765CNC LS2Alum25015 degree64.52.001.55CathedralBoltSolid stem valves
12582714Bare L76/L92Alum26015 degree702.161.59L92BoltSolid stem valves
12582713Stock L76/L92Alum26015 degree702.161.59L92BoltSolid stem valves
88958698CNC L76/L92Alum27915 degree682.161.59L92BoltSolid stem valves
12598594Stock LS3Alum26015 degree702.161.59L92BoltHollow/Sodium filled Valves
12578450Bare LS7Alum27012 degree702.201.61LS7BoltBare LS7
12578449Stock LS7Alum27012 degree702.201.61LS7BoltTitanium/sodium filled valves
25534428As-cast LS7Alum-12 degree662.201.61LS7BoltTitanium/sodium filled valves
12480005 *C5R 1st designAlum21011 degree382.181.63C5RShaftAs cast-no seats, guides *
12480090C5R 2nd designAlum21011 degree302.181.63C5RShaftAs cast-no seats, guides
19201807LSX-L92 Small BoreAlum26015 degree702.001.55L92BoltHollow/Sodium filled Valves
19201805LSX-LS3Alum26015 degree702.161.59L92BoltHollow/Sodium filled Valves
19201806`LSX-LS7Alum27012 degree702.201.61LS7BoltHollow/Sodium filled Valves
19166981LSX-CTAlum30211 degree452.201.61LSX-CT/DRShaftCNC machined bare head
19166979LSX-DRAlum31311 degree502.25-2.281.6-1.65LSX-CT/DRShaftCNC machined bare head
*Discontinued

LS Series Head Gaskets & Bolts
Part #EngineThicknessMax BoreDescription
12498544LS1 2002-2004.047"3.92Standard LS Bolt Pattern
12589226LS1 & LS6.051"3.92"Standard LS Bolt Pattern
12589227LS2.051"4.02"Standard LS Bolt Pattern
12610046LS3 & L92.051"4.080"Standard LS Bolt Pattern
12582179LS7.051"4.140"Standard LS Bolt Pattern
19170418LSX.051"4.100"Standard LS & 6-Bolt Pattern Blocks & Heads
19170419LSX.051"4.200"Standard LS & 6-Bolt Pattern Blocks & Heads
19170420LSX.051"4.250"Standard LS & 6-Bolt Pattern Blocks & Heads
178005681/2004 & up LS EnginesIncludes 15 bolts5mm shorter than 1st Design
1249854597-1/04 LS EnginesIncludes 15 bolts

LS Series Camshafts
Part #DescriptionDuration @ .050" liftMax Lift (In) (1.7 rocker)Lobe SeperationTechnical Notes
125653082002-2004 LS6 CamI:204 E:218I:550 E:550117.5Cam requires valve spring P/N 12586484
125609502001 LS6 CamI:207 E:217I:525 E:525116Cam requires valve spring P/N 12586484
12480110ASA CamI:226 E:236I:525 E:525110Cam requires valve spring P/N 12586484 "ASA" cam for off-highway use
12480033Hot Cam KitI:219 E:228I:525 E:525112Kit includes 16 LS6 Valve Springs P/N 12565117 and retainers
88958733LS Hot CamI:219 E:228I:525 E:525112Cam only for Hot Cam Kit 12480033
19166972LSX-454 CamI:236 E:246I:600 E:600110Max lift with 1.8 rockers .635/.635
88958606Showroom Stock camI:239 E:251I:570 E:570106.5Showroom Stock racing design, requires hollow intake valves #12565311, hollow exhaust valves #12565312, valve springs #12586484, and aftermarket notched pistons or machined stock pistons
12571251LS7I:211 E:230(1.8 Rocker) I:591 E:591121Stock LS7 camshaft
12561721LS1 2001-2004 LQ9 2002-2006I:196 E:201I:467 E:479116Stock cam for 2002-2006 LQ9 and 2001-2004 LS1
88958722LS Stage 2 CamI:227 E:239(1.7 Rocker) I:551 E:551108Max lift with 1.8 rockers .583/.583
88958723LS Stage 3 CamI:233 E:276(1.7 Rocker) I:595 E:595107Max lift with 1.8 rockers .630/.630

LS Series Pistons
Part #Engine SizeBore SizeOversizeRod LengthPin TypeComp RatioWith ChamberDescription
889842455.7L3.898"-6.098"Pressed-65.00Hypereutectic LS1 & LS6 replacement
889842465.7L3.898"+.010"6.098"Pressed-65.00Hypereutectic LS1 & LS6 replacement
890174786.0L4.000"-6.098"Floated10.9065.00Hypereutectic LS2 & LQ9 replacement
890174796.0L4.000"+.020"6.098"Floated10.9065.00Hypereutectic LS2 & LQ9 replacement
126026247.0L4.125'-6.067"Floated11.0070.00Hypereutectic LS7 replacement includes Titanium Rod
890181717.0L4.125"+.020"6.067"Floated11.0070.00Hypereutectic LS7 replacement
19166957LSX3764.065" 6.098" Flat-4032 Forged Aluminum -Piston comes w/ rings
19166958LSX4544.185" LSX rod0.866Dished-4032 Forged Aluminum -

LS Rings
Part #Bore SizeOversizeRing ThicknessDescription
124992343.898"-1.5, 1.5, 2.5mmSet of 8 ring packs, standard size for LS1 & LS6
124992364.000"-1.5, 1.5, 2.5mmSet of 8 ring packs, standard size for 1999-2005 LQ4 & LQ9
124992353.780"-1.5, 1.5, 2.5mmSet of 8 ring packs, standard size for 1999-2005 5.3L
890174844.000"-1.5, 1.5, 2.5mmProduction ring pack for 2005-2006 LS2 & 2006 L76
888942434.000"-1.5, 1.5, 2.5mmProduction ring pack for 2005-2006 LQ9
890177764.125"-1.2, 1.2, 2.0mmProduction ring pack for 2006 LS7
890177774.125"+.020"1.2, 1.2, 2.0mmOversize LS7 ring pack

LS Series Push Rods
Part #EngineMaterialDiameterLengthDescription
12593344LS1, LS2, LS3, LS6 & L921010 Steel5/16"7.325"Production pushrod
12593344LS71010 Steel3/8"7.750"Production pushrod

LS Series Valves
Part #EnginePositionValve SizeStem Dia
12565311LS6Intake2.00"8mmHollow Stem
12563063LS2Intake2.00"8mmSolid Stem
12590773L76 & L92Intake2.165"8mmSolid Stem
12605223LSAIntake2.165"8mmSolid Stem
12569427LS3Intake2.165"8mmHollow Stem
12605524LS9Intake2.165"8mmTitanium
12591644LS7Intake2.20"8mmTitanium
12565312LS6Exhaust1.50"8mmSodium Filled
12563064LS2Exhaust1.50"8mmSolid Stem
12582719L76, L92 & LS3Exhaust1.59"8mmSolid Stem
12605525LS9Exhaust1.59"8mmSodium Filled
12578455LS7Exhaust1.61"8mmSodium Filled
17801930LS2 & LS6(4)Intake & (4)ExhaustI -2.00" E-1.50"8mmLS6 Hollow & Sodium Valves

LS Series Valve Springs
Part #EngineStyleInstalled HeightOpen PressureMax LiftDescription
12586484Standard LS2, LS6 & LS6Beehive Style1.800" Installed @ 90# pressure1.250" @ 295 # pressure.570"Individual
12499224Standard LS2, LS6 & LS6Beehive Style1.800" Installed @ 90# pressure1.250" @ 295 # pressure.570"Set of 16 P/N 12586484
12589774Standard L76/L92 SpringsBeehive Style1.800" Installed @ 90# pressure1.300" @ 264# pressure.530"
12578457LS7Beehive Style1.960" Installed @ 101# pressure1.368" @ 310# pressure.600"

LS Timing Components
Part #EnginePartOil Pump SystemDescription
12588670LS2Timing Chain DampnerStandardWill not Fil LS1 & LS6 fitted with P/N 88958607
12581276LS7Timing Chain DampnerLS7 2-stage1.1mm thinner than 12588670
12576407LS1, LS2 & LS61X Camshaft Gear-3-bolt design; uses (3) bolts P/N 12556127
12586481LS1, LS2 & LS64X Camshaft Gear-3-bolt design; uses (3) bolts P/N 12556127
12585994L92 - Combination Cam gear and VVT activator4X Camshaft Gear-1-bolt design; use P/N 12588151
12556582All Non LS7Crankshaft GearStandardWorks with 12576407 and 12586481 cam sprockets
12581278LS7Crankshaft GearLS7 2-stageWorks with 12576407 and 12586481 cam sprockets
12586482All LSTiming Chain -Fits all LS 1997-2008
12585997L92 & LS3Timing Chain Tensioner-Includes retainer and bolts
12556127LS1,LS2,LS6 & LS7Camshaft Gear bolts-For use with 3-bolt (non V.V.T.) cams
12588151L92Camshaft Gear bolts-Combination bolt and valve for variable valve timing - use with 12585994 Camshaft Gear

LS Crankshafts
Part #ApplicationMaterialReluctor WheelStrokeDescription
8901752297-04 LS1/LS6 & 2005 LS2Nodular Cast24X3.622"Balanced for 3.898" bore engines
125886122006 and up LS2Nodular Cast58X3.622"Balanced for 4.00" bore engines
12568820LS7Forged Steel58X4.00"Rebalancing required if LS7 rods and pistons are not used. 2-stage Oil pump
19171619LSForged Steel58X4.00"Rebalancing required if LS7 rods and pistons are not used. Standard wet sump Oil pump
125593531997-2005-24X-1997-2005 Reluctor Wheel
125867682006 and up -58X-2006 and newer Reluctor Wheel
89060436All LSRear Main Seal--Rear Main Seal for all LS engines
LSX Crankshafts
Part #NoteMaterialReluctor WheelStrokeDescription
191703888-bolt flywheel or flexplate required4340 premium steel58X3.622"Reguires Balancing
191703898-bolt flywheel or flexplate required4340 premium steel58X3.750"Reguires Balancing
191703908-bolt flywheel or flexplate required4340 premium steel58X4.00"Reguires Balancing
191703918-bolt flywheel or flexplate required4340 premium steel58X4.125"Reguires Balancing

LS Connecting Rods
Part #ApplicationMaterialPiston FitLengthDescription
125687341997-2004 LS1 & LS6PMPress6.098"Sold Individually
126175702005-2008 LS2 & LS3PMFloat - Bronze Bushing6.098"Sold Individually
12586258LS7TitaniumFloat - Bronze Bushing6.067"Sold Individually
19166964LSX I-beam4340 Forged SteelFloat - Bronze Bushing6.000"Set of 8, weight matched - NOT compatible with production pistons-for use with LSX Pistons INCLUDES 7/16" 12-point SAE 8740 rod bolts
19166965LSX I-beam4340 Forged SteelFloat - Bronze Bushing6.100"Set of 8, weight matched - NOT compatible with production pistons-for use with LSX Pistons INCLUDES 7/16" 12-point SAE 8740 rod bolts
19166966LSX I-beam4340 Forged SteelFloat - Bronze Bushing6.125"Set of 8, weight matched - NOT compatible with production pistons-for use with LSX Pistons INCLUDES 7/16" 12-point SAE 8740 rod bolts
19166967LSX I-beam4340 Forged SteelFloat - Bronze Bushing6.150"Set of 8, weight matched - NOT compatible with production pistons-for use with LSX Pistons INCLUDES 7/16" 12-point SAE 8740 rod bolts
19166968LSX I-beam4340 Forged SteelFloat - Bronze Bushing6.200"Set of 8, weight matched - NOT compatible with production pistons-for use with LSX Pistons INCLUDES 7/16" 12-point SAE 8740 rod bolts
11600158 Rod BoltLS6---Recommended in Gen III performance engines-Bolts have greater strength than pre-2000 rod bolts- 1 per package
11609825 Rod boltLS7---Required for LS7 builds-bolts are stretch to yield and can not be reused - 1 bolt per package
89017573 Rod BearingAll except LS7/LS9---Connecting Rod Bearing - (1) per rod required
89017811 Rod BearingLS7/LS9---Connecting Rod Bearing - (1) per rod required

 

spaschke

Well-Known Member
Joined
Oct 24, 2012
Messages
241
Location
Denver, CO
Great information. Thanks!
Has anyone blueprinted an LS engine build that would work better than a stock LS engine for an airplane?
 

ekimneirbo

Banned
Joined
Oct 31, 2014
Messages
1,009
Location
Deep South
Great information. Thanks!
Has anyone blueprinted an LS engine build that would work better than a stock LS engine for an airplane?
Here are my thoughts on using an LS vs a traditional smallblock. As always, the type of airplane you wish to use the engine in will
cause you to want different results from the engine. Ergo...if you want to fly 250mph in a larger airplane, or race one, you may be
able to utilize more hp than someone wanting to fly 150 mph and do STOL flying. In one case you may wish to use a reduction drive
to operate the engine at maximum power levels. In the other situation you may wish to remain as light as possible by using direct
drive at 2700-3200 rpms. At the 2700-3200 rpm range you can build engines that will easily produce 200-250 hp.

The first major consideration in either case is weight. You can purchase a cast iron Chevy block used for $100. Seems cheap enough,
but then you must spend about $1000 to verify its condition and remachine it. If cast iron is your choice, you can purchase a "brand
new" Chevy LS block for about $500. Moving to the aluminum versions, a brand new smallblock Chevy block will set you back about
$4500. A brand new LS1 block will cost you $1000. I'll say that again...BRAND NEW ALUMINUM BLOCK $1000.
Choice here seems pretty easy. For about $1700 you get an LS3 block.....and $2700 will get an LS7 Block.

The very first thing anyone considering an LS Block/engine should do is visit your local performance Chevy dealer and pick up GMs
High Performance catalog for $5. Its a real bargain.

Assuming the fact that you can get the LS block so cheaply here are my thoughts on assembling an aero engine.

First consider the heads. If you are building a 2700-3200 rpm engine, you do not need large intake ports or valves. Virtually any LS1
head (and a couple of the truck heads with larger combustion chambers will easily do the job. You are only talking about maybe 250 hp
here, so smaller ports means good port velocity.Also, Remember that these LS1 heads are high performance heads to begin with. Maybe do a little smoothing of the ports and install new valves or guides....at least on the exhaust side.
A used pair of LS1 heads can EASILY be located for $100 . Smallblock Aluminum Heads are harder to find and will cost you $700-$1000 used.
So now you have an aluminum block and rebuilt aluminum heads for about $1500.

Since you are buying a new crankshaft, you may as well buy a crank with a 4 inch stroke. This will cause an increase in swept volume as the
piston rises and falls and a resultant increase in compression ratio. The crankshaft will cost about the same whether its for a smallblock or
an LS engine if you buy a quality unit. You can get some really cheap cranks for a smallblock...but this is not the place to use a regrind or
cheepo.

You will also have to purchase other similarly priced components no matter which engine you choose. My idea is to run a larger displacement
383-427 cu in engine (depending on which block you choose). Running the engine at 2700-3200 rpms will allow the cheap LS1 heads to meet someones needs. Used Intake manifolds and throttle bodies are also dirt cheap and will work well. If someone shops wisely, I believe an LS
engine can be built more inexpensively than an aluminum smallblock or aluminum 4.3 V6.


 

BoeveP51

Well-Known Member
Lifetime Supporter
Joined
Jan 25, 2008
Messages
100
Location
Spring Hill, FL - formerly W. Ossipee, NH
My choice is an stock crate LS3 engine with an appropriately modified ECU. Nothing crazy or out of the ordinary. Some minor changes here and there, Viola! Marry that engine with an AutoPSRU and go flying. That is what will happen with my P51.
 
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