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LS ENGINE DIY

Do It Yourself LS Engines




THE BEST CYLINDER HEADS FOR YOUR GEN IV LS-ENGINE

LS7, LS3, and LS9 Cylinder Heads Earlier Gen III LS heads, such as those found
on LS1, LS6, and various Q Series truck engines, feature tall intake ports
referred to as “cathedral” ports. The cathedral-roof shape at the top
accommodates the … [Click here to read more...]


HOW TO CHOOSE THE BEST CAM & LIFTERS FOR A GEN IV LS-ENGINE

Today’s performance aftermarket offers a wide selection of camshaft profiles for
enhanced performance, from street-mild to all-out racing competition. While
factory camshafts all utilize hydraulic roller lifters, the performance
aftermarket offers … [Click here to read more...]


THE BEST INTAKE OPTIONS FOR A GEN IV LS-ENGINE

EFI and Intake Manifolds The LS engine platform is versatile; as such, you have
your choice of carburetion, central fuel injection, or multi-port injection. It
all depends on the application and performance goals. The advantages of running
a … [Click here to read more...]


GEN IV LS-ENGINES EXPLAINED

LS Gen IV Engine Overview The LS engine family began with what GM refers to as
the Gen III engine platform, which included the LS1 and LS6. The Gen IV family
began with the LS2 and includes LS7, LS3, LS9, and L92. Although the LS2 engine
shared the … [Click here to read more...]


GM LT-ENGINE TRANSMISSION OPTIONS FOR YOUR SWAP

The Gen V LT-series engine uses three specific transmissions from the factory:
the 6-speed automatic, the 8-speed automatic, and the Tremec TR6060 6-speed
manual. Thankfully, these factory offerings aren’t the only options. Like the LS
platform … [Click here to read more...]


HOW TO CHOOSE THE RIGHT EXHAUST FOR YOUR LS-SWAPPED CHEVELLE

Gen III/IV engines have the same basic requirements for their exhaust system as
other automotive engines, but these high-performance engines have specific EFI
system require­ments that must be met for the sys­tem to perform properly. The
LS engine … [Click here to read more...]


WHAT IS AN LT-ENGINE: THE COMPLETE GUIDE TO UNDERSTANDING GM’S MARVEL

Ever since the release of the original small-block Chevy in 1955, Chevrolet
engines have been the king of all engine swaps. Some of this is due to the sheer
production volume of these engines, but in modern times, aftermarket support and
ease of … [Click here to read more...]


GEN IV LS TURBO SHOOTOUT! CHOOSE THE BEST FOR POWER

For maximum power production, it’s hard to beat boost from a turbo­charger. The
cheap-date method for LS owners is to find a 5.3 truck engine in the junkyard
then install a cam, springs, and turbo system. This combination has powered some
seri­ous … [Click here to read more...]


HOW TO CHOOSE THE BEST LS GEN IV ENGINE BLOCK

Engine blocks in the LS family share similar characteristics, with deviations
primarily based on cyl­inder bore size. One of the primary differences between
Gen III and Gen IV blocks is the relocation of the camshaft position sensor,
which was moved … [Click here to read more...]


HOW TO INSTALL A T56 TRANSMISSION IN AN LS-SWAPPED CHEVELLE

The 6-speed T56 manual is the most popular transmission used in LS engine swaps.
Formerly offered on the 1998–2002 F-Body and GTO, the T56 bellhousing, flywheel,
and clutch pack are readily available. The T56 transmission fits into most GM
muscle … [Click here to read more...]


GEN IV LS-ENGINE: NITROUS OXIDE COMBOS FOR POWER

When it comes to bang for the buck, nothing compares to nitrous oxide. Toss in
the fact that it is easy to install (and conceal) and the power output is
adjustable (as with forced induction). It’s easy to see why nitrous oxide is all
the rage among … [Click here to read more...]


HOW TO INSTALL A FUEL SYSTEM INTO AN LS-SWAPPED CHEVELLE

Installing a fuel-injection system on a classic muscle car that was origi­nally
equipped with a carbureted fuel system requires careful planning and component
selection. Many com­ponents that go into a fuel system, including the tank, fuel
pump, … [Click here to read more...]


GEN IV LS CYLINDER HEAD SHOOTOUT! CHOOSE THE BEST FOR POWER

Working with the intake and camshaft, the cylinder heads are part of the trio of
performance components that dictate the power output of the engine. In the case
of the LS3 and (especially) LS7, the factory heads offer exceptional air­flow.
Unlike … [Click here to read more...]


HOW TO INSTALL THE RIGHT FUEL PUMP ON AN LT-SWAP

When it comes to fuel pumps, there are two categories: in-tank or external. The
in-tank pumps are more complicated to install, but they tend to last longer,
hold higher pressure, and run quieter. Retrofitting an in-tank pump costs more,
but the cost … [Click here to read more...]


HOW TO CHOOSE PERFORMANCE PISTONS FOR GEN IV LS ENGINES

The OEM pistons for LS  engines are all cast hypereutectic construction except
for the LS9 with its factory-forged pistons. Don’t be alarmed about the “cast”
term. Unlike earlier cast pistons, hypereutectic pistons feature a dense casting
process … [Click here to read more...]


CHOOSING THE BEST MOTOR MOUNTS FOR A CHEVELLE LS SWAP

The key to any swap is getting the engine into the chassis. This can be easy or
it can take weeks to figure out, it all depends on the car. The 1968– 1972
A-Body vehicles are easily converted to Chevy small-block frame mounts, but the
earlier … [Click here to read more...]


BEST CAMSHAFTS FOR PERFORMANCE: GEN IV LS ENGINES

One of the most misunderstood performance components on any LS engine has to be
cam timing. The difficulty is only compounded when you add things such as
nitrous oxide, turbos, or superchargers. From an anatomical standpoint, the
camshaft can be … [Click here to read more...]


HOW TO PICK THE RIGHT OIL PAN FOR YOUR LT SWAP

There are a lot of choices when selecting an oil pan for your LT-engine swap,
make sure you get the right one! Regardless of the vehicle, the oil pan is often
the most difficult obstacle to overcome in an engine swap. Unlike the LS
platform, which … [Click here to read more...]


HOW TO START SWAPPING AN LT ENGINE INTO YOUR CAR OR TRUCK

The main concerns for LT swaps are fitting the oil pan, accessory drive, power
steering, and fuel system. Another issue is the exhaust (mainly headers or
manifolds) because the head design for LT engines is different from the LS
series, and there are … [Click here to read more...]


PROVEN STROKER COMBOS FOR BIG-INCH LS ENGINES

Nothing illustrates the power potential of a stroker Gen III/IV small-block
better than a real-world engine strapped to the dyno. Thus far, the prior
chapters have outlined how to select the myriad components necessary to assemble
a stroker LSseries … [Click here to read more...]


FUEL AND SPARK GUIDE FOR BIG-INCH LS ENGINES

With the short-block, cylinder heads, valvetrain, and induction installation
sorted out, the last step before hitting the throttle is feeding that new LS
stroker motor some fuel and spark. This can be achieved by using the factory EFI
system, an … [Click here to read more...]


INDUCTION GUIDE FOR BUILDING BIG-INCH LS ENGINES

Cylinders heads are sometimes referred to as an engine’s lungs. That being the
case, the intake manifold can accurately be described as an engine’s nostrils.
As important as airflow through the cylinder heads is, it’s ultimately limited
by the … [Click here to read more...]


BIG-INCH LS ENGINE VALVETRAIN GUIDE

Just 20 years ago, the prospect of a production pushrod engine turning 7,000
rpm—while being backed by a 100,000-mile factory warranty—seemed absolutely
preposterous. Nonetheless, that’s exactly what GM did with the LS7, which it
introduced in the … [Click here to read more...]


BIG-INCH LS ENGINE CAMSHAFT GUIDE

The cylinder heads might be the most important part of an engine in terms of
producing horsepower, but unless something opens up the valves, the heads will
flow no air at all. And zero airflow equals zero horsepower. The responsibility
of opening and … [Click here to read more...]


CYLINDER HEAD OPTIONS FOR BUILDING BIG-INCH LS ENGINES

School of Automotive Machinists founder, Judson Massingill, lives by a simple
adage: Get a head, flow a head, stay ahead. That’s because no single component
on an engine affects power output more than the cylinder heads, so it pays big
time to get … [Click here to read more...]


BIG-INCH LS ENGINE OILING SYSTEM GUIDE

Chevy engineers did a lot of things right with the Gen I small-block, but one of
the engine’s most standout, yet underappreciated, design features is its oiling
system. Although it was originally designed for a tiny 265-ci engine producing
just 165 … [Click here to read more...]


CONNECTING ROD GUIDE FOR BUILDING BIG-INCH LS ENGINES

Few components in an engine are as underappreciated as the connecting rods.
While they’re not much to look at, connecting rods attach the pistons to the
crankshaft, and they are, therefore, burdened with the responsibility of
converting the … [Click here to read more...]


ENGINE BLOCK OPTIONS FOR BUILDING BIG-INCH LS ENGINES

Engine builders compare an engine block to the foundation of a house so
frequently that the analogy has become a vapid cliché. There’s good reason for
this, however, as every component on an engine is attached to the block. The
stresses of internal … [Click here to read more...]


THE LS ENGINE FAMILY – BUILDING BIG-INCH LS ENGINES

With more than two dozen variants of the LS engine platform already in
existence, choosing the right one for your stroker build can seem quite
daunting. The Gen III/IV family covers the gamut, from plebian 4.8L truck motors
to the beastly 638-hp … [Click here to read more...]


STROKING OPTIONS FOR BIG INCH LS ENGINES

Displacement is king. Whether it’s in NASCAR Sprint Cup, NHRA Pro Stock, or
Formula One, professional race teams always build the biggest motors that their
respective rule books allow. This universal quest for maximizing displacement is
hardly a … [Click here to read more...]


THE ARRIVAL OF THE LS ENGINE – START YOUR REBUILD

Not long after its debut in the 1997 Corvette, General Motor’s LS-series V-8
established itself as the gold standard of performance. Sure, other engine
platforms can be built to match it in terms of sheer horsepower output, but none
of them offer the … [Click here to read more...]


PISTON GUIDE FOR BUILDING BIG-INCH LS ENGINES

The internal-combustion process is downright brutal, and the pistons are quite
literally on the front lines of the battlefield. The nature of converting
reciprocating energy into rotating force means that the four-stroke process
tries to eject the … [Click here to read more...]


CRANKSHAFT GUIDE FOR BUILDING BIG-INCH LS ENGINES

Back in the stone age of building stroker motors, which was only about 15 years
ago, hot rodders had to settle for miniscule displacement gains through
primitive means, such as offset grinding production crankshafts. Fortunately,
that’s no longer the … [Click here to read more...]


LS ENGINE INDUCTION SUPPORT AND AUXILIARY COMPONENTS

Maximizing the performance of a supercharged or turbocharged vehicle includes
more than the power adder itself. A number of supporting components in the
powertrain and chassis require upgrades or attention to not only realize the
full horsepower … [Click here to read more...]


HOW TO BUILD AN LS ENGINE: HEADS, CAM AND INDUCTION

With a stout short-block filled with an all-forged rotating assembly, the
remainder of a boost-ready engine assembly includes the cylinder heads and
crucially important camshaft. All LS engines benefit from excellent
cylinder-head airflow—some more … [Click here to read more...]


HOW TO BUILD AN LS ENGINE: CYLINDER BLOCK AND ROTATING ASSEMBLY

Builders seeking performance beyond the realm of bolt-on supercharger and
turbocharger kits— exceeding about 10 pounds of boost, or so—likely need to
consider the construction of a custom engine assembly designed specifically for
forced induction. In … [Click here to read more...]


TUNING FOR SUPERCHARGED AND TURBOCHARGED LS ENGINES

In the most basic terms, electronically controlled engines must be carefully
calibrated to take advantage of engine modifications that affect airflow and
fuel delivery requirements. That is more imperative for forced-induction
engines, which process … [Click here to read more...]


LS ENGINE TURBOCHARGER INSTALLATION PROJECTS

Unlike most bolt-on supercharger systems, which can easily adapt to a variety of
vehicles, turbo kits present unique challenges. There is more to contend with in
the routing of inlet and outlet tubing between the exhaust manifolds,
turbocharger(s), … [Click here to read more...]


LS ENGINE SUPERCHARGER INSTALLATION PROJECTS

This chapter offers in-depth looks at the two basic types of bolton supercharger
systems: Roots/ screw-type compressors that replace the intake manifold and
centrifugal systems that mount to the engine’s front accessory-drive system.
Both systems are … [Click here to read more...]


LS ENGINE KIT PRE-INSTALLATION

This chapter discusses peripheral modifications that are commonly performed to
support them, including fuel system upgrades, spark plug selection and the
process known as “pinning” the crankshaft and balancer. For the most part, the
factory cooling … [Click here to read more...]


LS TURBOCHARGER TYPES AND HOW TO CHOOSE

Swiss engineer Dr. Alfred Buchi is credited with developing the first
exhaust-driven turbocharger, sometime around 1912. By 1915, he published a
proposal for employing a turbocharger on a diesel engine, but the idea was
mostly ignored for the next … [Click here to read more...]


LS ENGINE SUPERCHARGER TYPES AND HOW TO CHOOSE

Superchargers come in many different shapes and sizes, but they are related by a
common attribute: They generate boost pressure via an engine-driven mechanism.
Typically, superchargers are driven by a belt connected to the crankshaft. When
it comes … [Click here to read more...]


INTRO TO LS ENGINES & FORCED INDUCTION

In general terms, and assuming everything else is equal, an internal combustion
engine with larger displacement flows more air than a smaller-displacement
engine. The engine with the greater airflow makes more power.   This Tech Tip is
… [Click here to read more...]


CAMARO AND FIREBIRD LS SWAP: INITIAL START-UP GUIDE

I am pretty sure that by now you are ready to turn the key and fire up the
engine. Now take a deep breath and slowly walk away from the car. Yes, that’s
right. Walk away. This may sound counterintuitive because you’re itching to get
your LS-powered … [Click here to read more...]


CAMARO AND FIREBIRD LS SWAP: EXHAUST AND INDUCTION GUIDE

Often the exhaust portion of a build is left to the very end when everything is
bolted up; it’s often quite literally an afterthought. As I stated in Chapter 2,
a sound strategy is to select the engine mounts, transmission crossmember,
headers, and … [Click here to read more...]


CAMARO AND FIREBIRD LS SWAP: WIRING GUIDE

As with other LS components, a massive number of computercontrol, harness, and
electronic equipment options exist for this popular engine platform. Most
swappers adapt the factory electronics to the particular F-Body, but installing
aftermarket … [Click here to read more...]


FIREBIRD AND CAMARO LS SWAP: TRANSMISSION GUIDE

You have a universe of transmission options for swapping an LS into an early
F-Body, and like other components of your equipment package, the transmission
you select should be based on application. Most owners stick to a transmission
that has a … [Click here to read more...]


FIREBIRD AND CAMARO LS SWAP: COOLING SYSTEM GUIDE

A high-performance LS engine generates much more heat than a Chevy Gen I
small-block engine or a Pontiac V-8 that originally came in many of the F-Body
cars, so you need a cooling system that effectively and efficiently dissipates
and manages the … [Click here to read more...]


FIREBIRD AND CAMARO LS SWAP: FUEL SYSTEM GUIDE

As has been mentioned before, the LS engines were not expressly designed to go
between the frame rails of the first- or second-generation F-Body. Every modern
LS engine is fuel injected while every early F-Body car carried a carbureted
engine. Fuel … [Click here to read more...]


CAMARO AND FIREBIRD LS SWAP: FRONT-DRIVE ACCESSORY GUIDE

Many front-drive pulleys and kits are available from the aftermarket to suit a
particular LS engine setup and accessory arrangement. Obviously, the LS engine
was not designed specifically for first- or second-generation F-Body engine
swaps. However, … [Click here to read more...]


CAMARO AND FIREBIRD LS SWAP: CHASSIS AND SUSPENSION

You need to upgrade the suspension and chassis to harness and fully utilize the
power of an LS engine, While the Camaro’s unibody frame and suspension were
modern manufacturing technology for the 1960s, these are antiquated now. The
stock … [Click here to read more...]


CAMARO AND FIREBIRD LS SWAP: ENGINE AND SUBFRAME GUIDE

Years ago, installing an LS engine between the front fenders of first- or
second-generation F-Body car was a challenging endeavor. That is no longer the
case because aftermarket engine mounts, transmission crossmembers, and
peripheral equipment are … [Click here to read more...]


CHOOSING AN LS ENGINE FOR CAMARO AND FIREBIRD LS SWAP

Many choose iron blocks rather than aluminum versions because they are
inexpensive and are easily stroked. They are cheaper and can handle bigger power
loads and this is why you see iron-block versions juiced to the hilt with
nitrous. However, to be … [Click here to read more...]


HOW TO CONTROL YOUR GEN III (3) V-8 LS ENGINE

If you don’t know how to “slew” a value in an EFI calibration — this article is
for you. Here, you will be able to learn the basics of EFI and calibration, and
how to take advantage of the advanced Gen III V-8 features like the built-in
crank … [Click here to read more...]


GEN III (3) LS 1200 HORSEPOWER, 387-CUBIC-INCH C5R POWER GUIDE

Throughout this book, we’ve T focused on using simple parts and straightforward
buildups, but this chapter will show what it takes to build a highly custom,
special-use engine. With this engine buildup, you’ll learn many processes to get
the multiple … [Click here to read more...]


GEN III (3) LS 500+ HORSEPOWER NA STREET-RACER BUILDUP

If there is any doubt remaining about the power potential of the Gen III LS1/LS6
engine architecture, the following real-world engine buildup should clear that
up. Simply put, there is no other production 5.7-liter small-block pushrod V-8
engine … [Click here to read more...]


GEN III (3) LS VORTEC TRUCK ENGINE BUILDUP GUIDE

There are many fans of the iron-block 4.8-, 5.3-, and 6.0-liter Gen III V-8s
that power many of the ’99 and later full-size Chevy and GMC trucks. That fan
base is drawn to the Gen III V-8 because of its thick powerband, impressive peak
power numbers, … [Click here to read more...]


100 HORSEPOWER ANYBODY CAN INSTALL IN GEN 3 LS ENGINES

There are very few engine upgrade packages that provide more real “bang for the
buck” performance on the Gen III V-8 than the addition of CNC-ported cylinder
heads, an intake, a camshaft, a pair of long-tube exhaust headers, and a
modified engine … [Click here to read more...]


THE ULTIMATE GUIDE TO GEN 3 LS BOLT ON POWER

Knowing all the technical aspects of the Gen III V-8 engine is interesting, but
more than likely, the information you really want to know is how to improve its
performance. That’s why this article is about aftermarket components that can be
bolted on … [Click here to read more...]


HOW TO REMOVE AND INSTALL GEN III LS ENGINES: TIPS AND TRICKS

As simple as it may seem, just getting the Gen III V-8 out of a production
vehicle can be frustrating if you haven’t done it before. Because of this, the
following chapter covers as much detail as possible with visual support to show
how to remove … [Click here to read more...]


GEN III (3) LS PRODUCTION PARTS FOR PERFORMANCE

If there is one great aspect to General Motor’s small-block V-8s, it is that
they have a lot in common. This is especially true with the Gen III V-8. It
means parts off the Z06 Corvette engine, the LS6, fit on 6.0-liter Gen III truck
engines without … [Click here to read more...]


GEN III (3) LS ENGINE BASICS – GETTING STARTED

The General Motors (GM) Gen III LS1 V-8 is one of the many successful engines to
come out of GM Powertrain since it was formed to be the global powertrain
provider for GM. As this book goes to print, about 8,000 Gen III small-block V-8
engines are … [Click here to read more...]


HISTORY OF THE GEN III LS1 V-8 ENGINE

There are a few acts of creation an automobile company must be great at if it
plans on being successful in the car business. These actions usually include
being able to: Design and build visually pleasing, high quality, and durable
automobile … [Click here to read more...]


LS: FORCED-INDUCTION SUPPORT AND AUXILIARY COMPONENTS

Maximizing the performance of a supercharged or turbocharged vehicle includes
more than the power adder itself. A number of supporting components in the
powertrain and chassis require upgrades or attention to not only realize the
full horsepower … [Click here to read more...]


HOW TO BUILD AN LS ENGINE: CYLINDER HEADS, CAMSHAFTS AND INDUCTION

With a stout short-block filled with an all-forged rotating assembly, the
remainder of a boost-ready engine assembly includes the cylinder heads and
crucially important camshaft. All LS engines benefit from excellent
cylinder-head airflow—some more … [Click here to read more...]


HOW TO BUILD AN LS ENGINE: CYLINDER BLOCK AND ROTATING ASSEMBLY

Builders seeking performance beyond the realm of bolt-on supercharger and
turbocharger kits— exceeding about 10 pounds of boost, or so—likely need to
consider the construction of a custom engine assembly designed specifically for
forced induction. In … [Click here to read more...]


HOW TO TUNE SUPERCHARGED AND TURBOCHARGED LS ENGINES

In the most basic terms, electronically controlled engines must be carefully
calibrated to take advantage of engine modifications that affect airflow and
fuel delivery requirements. That is more imperative for forced-induction
engines, which process … [Click here to read more...]


LS ENGINE TURBOCHARGER PROJECTS: STEP-BY-STEP

Because of the additional modifications, including cylinder heads and a
camshaft, the manufacturer’s tuning software wasn’t sufficient for this project.
A custom tune was created at Stenod Performance and the Corvette delivered 508
hp and 439 ft-lbs … [Click here to read more...]


LS ENGINE SUPERCHARGER PROJECTS: STEP-BY-STEP

This chapter offers in-depth looks at the two basic types of bolton supercharger
systems: Roots/ screw-type compressors that replace the intake manifold and
centrifugal systems that mount to the engine’s front accessory-drive system.
Both systems are … [Click here to read more...]


LS: PRE-INSTALLTION GUIDE FOR TURBOCHARGERS AND SUPERCHARGERS

This chapter discusses peripheral modifications that are commonly performed to
support them, including fuel system upgrades, spark plug selection and the
process known as “pinning” the crankshaft and balancer. For the most part, the
factory cooling … [Click here to read more...]


LS ENGINE: INTRO TO TURBOCHARGING AND TURBOCHARGERS

Swiss engineer Dr. Alfred Buchi is credited with developing the first
exhaust-driven turbocharger, sometime around 1912. By 1915, he published a
proposal for employing a turbocharger on a diesel engine, but the idea was
mostly ignored for the next … [Click here to read more...]


LS ENGINE: INTRO TO SUPERCHARGING AND SUPERCHARGERS

Superchargers come in many different shapes and sizes, but they are related by a
common attribute: They generate boost pressure via an engine-driven mechanism.
Typically, superchargers are driven by a belt connected to the crankshaft. …
[Click here to read more...]


LS ENGINE: INTRO TO FORCED INDUCTION

In general terms, and assuming everything else is equal, an internal combustion
engine with larger displacement flows more air than a smaller-displacement
engine. The engine with the greater airflow makes more power.   This Tech Tip is
… [Click here to read more...]


ULTIMATE LS CATHEDRAL PORT CYLINDER HEADS GUIDE

Cathedral port cylinder heads have been mistakenly dismissed by many in
LS-series circles for being “old-tech.” However, their thin cross-section allows
for a high-velocity and smaller-volume runner design with excellent flow. For a
street car, this … [Click here to read more...]


LS CYLINDER BLOCKS GUIDE FOR HIGH-PERFORMANCE

The cylinder block is the foundation the rest of the engine is built upon. If
incredibly high horsepower, torque, and RPM are the goal, the needs may surpass
the capabilities of even the best factory offerings.   This Tech Tip is From …
[Click here to read more...]


LS CYLINDER HEAD SUPPORTING COMPONENTS GUIDE

Of course no book on cylinder heads would be complete without discussion of its
supporting components. Available intake manifolds and rocker arms should also be
considered when choosing cylinder heads. It may add to the cost or help save
money; it … [Click here to read more...]


LS RACE PORT CYLINDER HEADS GUIDE

This chapter covers any cylinder head that uses an intake or exhaust flange that
is not compatible or consistent with OEM patterns. To put it in more simple
terms, a typical set of LSX headers and exhaust manifolds do not bolt up and
neither do any … [Click here to read more...]


ULTIMATE LS RECTANGULAR PORT CYLINDER HEADS GUIDE

Rectangular port heads boast a clear advantage in the flow department and are
ideal for high-RPM, big-cubic-inch, and purpose-built drag racing applications.
Factory castings are capable of 360 to 400 cfm when ported properly, which can
make it … [Click here to read more...]


LS ENGINE REBUILDS: BREAK-IN AND TUNING GUIDE

Congratulations on a job well done—you’ve got a newly rebuilt LS sitting on an
engine stand! Though the work of this book is basically over, we wanted to leave
you with some final information that will help ensure your engine enjoys a
trouble-free … [Click here to read more...]


LS ENGINE REBUILDS: FINAL ASSEMBLY GUIDE

It’s been a long road to get to where you’re at right now. Think about it: you
came up with a plan of action for your rebuild before even turning a single
wrench. You acquired the tools that were needed for the project, then set about
the dirty … [Click here to read more...]


LS ENGINE REBUILDS: PRE-ASSEMBLY GUIDE

Let’s be honest: at this point, you’re probably getting a bit tired of reading
each chapter introduction. Each one contains parent-like nagging of the
importance of the material therein, and threatens you with grave consequences
for not paying … [Click here to read more...]


LS ENGINE REBUILDS: COMPONENT PREPARATION GUIDE

OK, so you have all of your parts in hand, whether brand-new or freshly
machined. We’re definitely making progress toward enjoying a fresh Gen III/IV
engine—but let’s fast forward a moment. Say you’ve got your rebuilt engine up
and running, and … [Click here to read more...]


LS ENGINE REBUILDS: MACHINE SHOP GUIDE

Now that you’ve disassembled your engine and selected the engine components
you’ll be using (or reusing) in your new engine, the next step is to select a
machine shop to work with for your rebuild project.   This Tech Tip is From the
… [Click here to read more...]


LS ENGINE REBUILDS: PARTS SELECTION GUIDE

So your engine is all apart, and you’ve got containers and boxes of old parts
seemingly everywhere. How much of it should you, or can you, reuse? A lot of
this has to do with the state of wear your engine parts are in, but it depends
even more so on … [Click here to read more...]


LS ENGINE REBUILDS: DISASSEMBLY GUIDE

Now that you’ve got a place to work in and the right tools in hand, you’re
probably anxious to get your LS engine apart. To the untrained eye, the teardown
of a worn or broken engine might seem nothing more than a necessary evil—the
greasy prelude to … [Click here to read more...]


INTRO TO GM’S LS GEN III AND GEN IV: THE SMALL-BLOCK CHEVY REBORN

So you’re thinking about rebuilding your Gen III/IV General Motors small-block?
Congratulations—an engine rebuild can be a very rewarding task. Right now, the
prospect of enjoying a freshened engine probably excites you most; but we hope
that with … [Click here to read more...]


LS SWAPS: WIRING HARNESS AND WIRING GUIDE

The wiring aspect of any LS swap is undoubtedly the most difficult. Most
builders are familiar with fabrication techniques, trouble shooting, and parts
swapping to make things work, but electronics rise to a much higher level of
complexity. Wiring … [Click here to read more...]


LS SWAPS: FUEL SYSTEMS GUIDE

Fuel-injection systems require careful planning and component selection. There
are many components that go into a fuel system (including tank, fuel pump,
lines, fittings, and filters) and each one has multiple replacement/upgrade
options. So, simply … [Click here to read more...]


LS SWAPS: ENGINE MANAGEMENT SYSTEMS GUIDE

Each engine requires its own computer, and the programming must match the
engine, so computers can’t be swapped even if the plugs are the same type.
General Motors produces several computer types and each is built for a specific
engine group. Some … [Click here to read more...]


LS SWAPS: ACCESSORY DRIVES AND COOLING SYSTEM GUIDE

Stock accessory drives were designed to fit in late-model vehicles with modern
frames and spacing. Depending on which accessory drives are retained, clearance
may or may not be an issue. However, the A/C compressor constantly presents an
issue. It’s … [Click here to read more...]


LS SWAPS: OIL PAN GUIDE

Once the motor mounts have been sorted out, the next step is to choose an oil
pan. Many stock oil pans are available for LS engines, each one designed for a
specific chassis. With so many different oil-pan options, there is confusion as
to which oil … [Click here to read more...]


LS SWAPS: ENGINE AND DRIVELINE GUIDE

The first piece of the puzzle of any engine swap is to actually mount the engine
into the chassis. This can be as simple as bolting a set of adapter plates to
the block or as complicated as fabricating an entirely new pair of frame stands.
It all … [Click here to read more...]


WHAT YOU NEED TO KNOW ABOUT LS-SERIES ENGINES

Development for the Gen III engine began after the short-lived LT1/LT4
(1992–1997) engine failed to meet GM’s performance expectations. General Motors
essentially started from square one and created the new Gen III V-8 engine,
which shared very … [Click here to read more...]


GEN III LS PCM CONVERSION UPGRADES: PROJECTS, LESSONS AND STRATEGIES

For years now, enthusiasts have been retrofitting early project cars with
LS-series engines and Gen III PCM conversions. The available features (cable or
electronic throttle, cruise control, forced induction support, and so on) make
the Gen III PCMs … [Click here to read more...]


GM GEN III LS PCM/ECM: ON-BOARD DIAGNOSTICS TROUBLESHOOTING

Modern fuel injection systems have many sensors and switches installed at key
locations on the engine and transmission to allow the engine (and transmission)
computer to operate in the ways they are  intended. These sensors and switches
are used to … [Click here to read more...]


GM GEN III LS PCM/ECM: WIRE HARNESS SELECTION GUIDE

As the owner of EFI Connection, engine wire harness manufacturing is my
specialty. In the early days of my career, I took on used harness rework for
1985–1992 Camaro and Firebird owners who wanted to add a TPI system to their
car. I’ve also revised … [Click here to read more...]


UPGRADING TO GEN III LS-SERIES PCM: CRUISE CONTROL GUIDE

All Gen III vehicles were available with cruise control. Engines with a
cable-actuated throttle body require an electronic cruise control module with an
internal stepper motor to pull and release a throttle cable to maintain vehicle
speed. Engines … [Click here to read more...]


UPGRADING TO GEN III LS-SERIES PCM: AIR CONDITIONING GUIDE

All too often PCM-controlled (or monitored) air conditioning is overlooked after
the engine has been swapped, the new wire harness has been installed, and custom
calibrated PCM has been received from the tuner. The A/C system is commonly one
of the … [Click here to read more...]


UPGRADING TO GEN III LS-SERIES PCM: TRANSMISSION GUIDE

Gen III PCM control goes beyond the engine to be one of best solutions for
electronically controlled 4-speed automatic transmissions. Owners not using the
LS1 PCM for engine control must look to the aftermarket for a standalone
transmission … [Click here to read more...]


UPGRADING TO GEN III LS-SERIES PCM: ELECTRIC FAN GUIDE

Gen III PCMs are powerful control modules but they are of little use without
tuning software to change engine (and transmission) operating parameters. Before
getting too far into a discussion of electric fans and PCM calibrations, it is
important to … [Click here to read more...]


GM GEN III LS PCM/ECM: ELECTRONIC THROTTLE EQUIPMENT GUIDE

General Motors introduced electronic throttle, or drive-by-wire, with the LS1
engine in the 1997 Corvette. Electronic throttle was released before cable
throttle for the LS-series engine family. In 1998, the Camaro and Firebird
received a cable … [Click here to read more...]


GM GEN III LS PCM/ECM: HOW TO CHANGE THE FIRING ORDER

Let’s begin this chapter by agreeing that the “LS1 PCM” is just an ECU that has
the designed purpose of controlling the sequencing of ignition and injector
events based on a variety of sensor inputs. We can then agree that this ECU is
uniquely … [Click here to read more...]


UPGRADING TO GEN III LS-SERIES PCM: SIGNAL OUTPUT GUIDE

Production GM vehicles rely on the PCM to provide signal outputs to control the
engine, gauges, electric fans, emissions equipment, air conditioning, and other
equipment.s This Tech Tip is From the Full Book, HOW TO USE AND UPGRADE TO GM
GEN III … [Click here to read more...]


UPGRADING TO GEN III LS-SERIES PCM: SENSORS AND INPUTS GUIDE

Vehicles are equipped with a variety of sensors that are used by the PCMs to
perform their intended functions. Since the introduction of GM electronic fuel
injection, the sensors have changed in form, but not function. In most cases,
early GM sensors … [Click here to read more...]


GM GEN III LS PCM/ECM: TUNING SOFTWARE AND EQUIPMENT

Although Gen III PCMs are powerful control modules, they are of little use
without tuning software tochange engine (and transmission) operating parameters.
You may find that the best results involve a blend of tuning services at an
experienced dyno … [Click here to read more...]


GM GEN III LS PCM/ECM: CRANKSHAFT AND CAMSHAFT SIGNALS GUIDE

OBD-II compliance in 1996 brought a new ignition system to Vortec V-6 and Vortec
V-8 engines. Engine position through a crankshaft sensor and reluctor wheel also
meant improved ignition accuracy and misfire detection. Older HEI distributor
ignition … [Click here to read more...]


GM LS-SERIES PCM/ECM: COMPARING GEN III CONTROLLERS

GM ECMs have come a long way since the introduction of the first multi-port
injection V-8 ECM used in the 1985 TPI Camaro, Firebird, and Corvette. These
early ECMs require a PROM (or “chip”) that contains the engine’s calibration
data. While all TPI … [Click here to read more...]


GM LS-SERIES PCM: UNDERSTANDING THE SMALL-BLOCK GENERATIONS

The identification of a GM engine is commonly referred to by its RPO code. A
Regular Production Option (RPO) is made up of three lphanumeric characters to
uniquely identify a vehicle option. In 1985, General Motors introduced the 5.7L
multiport … [Click here to read more...]

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