General Motors LS-based small-block engine
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| General Motors LS small-block engine | |
|---|---|
 An LS1 engine in a 1998 Chevrolet Camaro | |
| Overview | |
| Manufacturer | General Motors |
| Designer | Tom Stephens[1] Ed Koerner[1] |
| Production | 1997–present |
| Layout | |
| Configuration | 90° V8, 90° V6 |
| Displacement | 260–511 cu in (4.3–8.4 L) |
| Cylinder bore | 3.78–4.185 in (96.0–106.3 mm) |
| Piston stroke | 3.3–4.125 in (83.8–104.8 mm) |
| Cylinder block material | Aluminum Cast iron |
| Cylinder head material | Aluminum Cast iron |
| Valvetrain |
|
| Compression ratio | 9.08:1–13.1:1 |
| Combustion | |
| Fuel system | Fuel injection, carburetors[N 1] |
| Fuel type | Gasoline, E85 |
| Oil system | Wet sump, Dry sump |
| Cooling system | Water-cooled |
| Output | |
| Power output | 255–755 hp (190–563 kW) |
| Torque output | 285–715 lb⋅ft (386–969 N⋅m) |
| Dimensions | |
| Dry weight | 402–464 lb (182–210 kg)[3][4] |
| Chronology | |
| Predecessor | Chevrolet small-block engine (first and second generation) |
| Successor | Chevrolet Gemini small-block engine |
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. 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[5] and is also considered one of the most popular V8 engines ever.[6][7][8][9] The LS family spans the third, fourth, and fifth generations of the small-block engines, with a sixth generation expected to enter production soon.[10][11] Various small-block V8s were and still are available as crate engines.[12][13]
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,[14] but that practice can be misleading, since not all engine RPO codes in those generations begin with LS.[15] Likewise, although Gen V engines are generally referred to as "LT" small-blocks after the RPO LT1 first version, GM also used other two-letter RPO codes in the Gen V series.[16][17]
The LS1 was first fitted in the Chevrolet Corvette (C5),[18] and LS or LT engines have powered every generation of the Corvette since (with the exception of the Z06 and ZR1 variants of the eighth generation Corvette, which are powered by the unrelated Chevrolet Gemini small-block engine).[19] Various other General Motors automobiles have been powered by LS- and LT-based engines, including sports cars such as the Chevrolet Camaro/Pontiac Firebird and Holden Commodore, trucks such as the Chevrolet Silverado, and SUVs such as the Cadillac Escalade.[1]
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.[1] However, the Gen III and Gen IV engines were designed with modularity in mind, and several engines of the two generations share a large number of interchangeable parts.[20] Gen V engines do not share as much with the previous two, although the engine block is carried over, along with the connecting rods.[21] 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; this is known colloquially as an LS swap.[22][23][24] These engines also enjoy a high degree of aftermarket support due to their popularity and affordability.[25]
Background
[edit]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 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 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.[26][27][28]
Nicknamed the "Mighty Mouse," the Turbo-Fire soon became popular within the hot rodding community too, along with scoring wins in stock car racing.[28] A larger version of the Turbo-Fire arrived in 1957, now bored out to 3.875 in (98.4 mm). This gave 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;[18] this lowered the Corvette's 0–60 mph (0–97 km/h) to 7.2 seconds.[27]
General Motors would produce more powerful and larger displacement iterations of 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).[29]
1992 saw 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 a new ignition system, reverse-flow cooling (cooling the cylinder heads first), 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 the LT1 a power output of 300 hp (224 kW; 304 PS).[30][18] 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.[30]
The decision to stick with pushrod technology was seen as archaic at the time; such engines were seen as outdated compared to 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,[31] 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 a dual overhead cam engine;[26] 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," 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.[31] 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 the hood of the Corvette.[32]
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 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 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 focused on project management issues.[33][34]
Design
[edit]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 a block-mounted camshaft to activate 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.[35] Another advantage is that there are fewer mechanical components such as timing chains and extra camshafts, which increases reliability by keeping the engine simple.[31]
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,[2] except for the 1999 and 2000 model year of the LQ4, which were cast iron.[36] Other modifications to the cylinder heads included a redesign to include significantly better airflow, with evenly spaced exhaust and intake valves.[18][26] 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.[37] Another feature across all generations 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.[38] 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.[26] 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 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.[39]
Other modifications include long runner intake manifolds, powder-forged connecting rods and the introduction of six-bolt main bearings (as opposed to two or four on the previous generations). Long runner intake manifolds in the LS series increases the airflow into the cylinders at low revolutions, increasing torque production at lower revolutions.[40] Truck applications of the LS engine have even longer intake manifolds, being approximately 3 in (76 mm) taller than passenger car manifolds.[41] Most engines were also fitted with hypereutectic pistons,[24] replacing the previous cast pistons which were weaker and less thermally stable.[42]
Powder-forging involves sintering 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.[43] Stronger than 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.[44]
Generation III (1997–2007)
[edit]| Generation III | |
|---|---|
 An LS1 engine in a Pontiac GTO | |
| Overview | |
| Manufacturer | General Motors |
| Also called | Vortec |
| Production | 1997–2007 |
| Layout | |
| Configuration | 90° V8 |
| Displacement |
|
| Cylinder bore |
|
| Piston stroke |
|
| Cylinder block material | |
| Cylinder head material | |
| Valvetrain | OHV 2 valves per cylinder |
| Combustion | |
| Fuel system | Sequential multi-port fuel injection |
| Fuel type | Gasoline E85 |
| Oil system | Wet sump |
| Cooling system | Water-cooled |
| Dimensions | |
| Dry weight | 500–580 lb (230–260 kg)[45] |
| Chronology | |
| Predecessor | |
| Successor | Generation IV |
The Generation III small-block V8 is a "clean sheet" General Motors design produced from 1997 to 2007, which replaced the Chevrolet Generation I and Generation II engine families derived from the longstanding Chevrolet small block V8 produced between 1954 and 2003.
Like 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 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 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[46] so that the LS series now corresponds to the firing pattern of other modern V8 engines (for example the Ford Modular V8).
3.898 in. bore blocks (1997–2005)
[edit]The first of 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.
5.7 L
[edit]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 5.7 L (5,665 cc; 345.7 cu in) pushrod engine with a bore and stroke of 99 mm × 92 mm (3.898 in × 3.622 in).[47]
LS1
[edit]The LS1 was introduced in the 1997 Corvette, and rated at 345 hp (257 kW) at 5,600 rpm and 350 lb⋅ft (475 N⋅m) at 4,400 rpm.[48] 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.[49][50] The LS1 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 bhp (285 kW) and 376 lb⋅ft (510 N⋅m) in 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.[51]
Applications:
| Year(s) | Model | Power | Torque |
|---|---|---|---|
| 1997–2004 | Chevrolet Corvette C5 | 345–350 hp (257–261 kW) at 5600 rpm | 350–375 lb⋅ft (475–508 N⋅m) at 4400 rpm |
| 1999–2006 | Chevrolet Caprice[52] | 330–340 hp (246–254 kW) at 5200 rpm | 350–354 lb⋅ft (475–480 N⋅m) at 4000 rpm |
| 1998–2002 | Pontiac Firebird Formula, Trans Am | 305–345 hp (227–257 kW) at 5600 rpm | 335 lb⋅ft (454 N⋅m) at 4400 rpm |
| 1998–2002 | Chevrolet Camaro Z28 | 305–310 hp (227–231 kW) at 5200 rpm | 335–340 lb⋅ft (454–461 N⋅m) at 4400 rpm |
| 1998–2002 | Chevrolet Camaro SS | 320–325 hp (239–242 kW) at 5200 rpm | 345–350 lb⋅ft (468–475 N⋅m) at 4400 rpm |
| 1999–2000 | Holden VT II Commodore | 295 hp (220 kW) at 5000 rpm | 329 lb⋅ft (446 N⋅m) at 4400 rpm |
| 2000–2003 | Holden VX Commodore Holden VU Ute |
302 hp (225 kW) at 5200 rpm | 340 lb⋅ft (461 N⋅m) at 4400 rpm |
| 2000–2003 | HSV VX/VU | 342 hp (255 kW) at 5600 rpm | 350 lb⋅ft (475 N⋅m) at 4000 rpm |
| 2002–2004 | Holden VY Commodore | 302–315 hp (225–235 kW) at 5200 rpm 329 hp (245 kW) at 5600 rpm |
350 lb⋅ft (475 N⋅m) at 4400 rpm 343 lb⋅ft (465 N⋅m) at 4000 rpm |
| 2002–2004 | HSV Y Series | 349 hp (260 kW) at 5600 rpm 382 hp (285 kW) at 5800 rpm |
350 lb⋅ft (475 N⋅m) at 4000 rpm 376 lb⋅ft (510 N⋅m) at 4800 rpm |
| 2004–2005 | Holden VZ Commodore | 315 hp (235 kW) at 5600 rpm 335 hp (250 kW) at 5600 rpm |
339 lb⋅ft (460 N⋅m) at 4000 rpm 347 lb⋅ft (470 N⋅m) at 4800 rpm |
| 2004 | Pontiac GTO | 350 hp (261 kW) at 5200 rpm | 365 lb⋅ft (495 N⋅m) at 4000 rpm |
| 2001–2004 | HSV GTO | 342–382 hp (255–285 kW) at 5600 rpm | 350 lb⋅ft (475 N⋅m) at 4400 rpm 376 lb⋅ft (510 N⋅m) at 4800 rpm |
| 1999–2005 | Holden Statesman | 295 hp (220 kW) at 5000 rpm 315–328 hp (235–245 kW) at 5200 rpm |
323–343 lb⋅ft (438–465 N⋅m) at 4400 rpm 339 lb⋅ft (460 N⋅m) at 4000 rpm |
| 2001–2005 | Holden Monaro | 302–328 hp (225–245 kW) at 5200 rpm 349 hp (260 kW) at 5600 rpm |
339–343 lb⋅ft (460–465 N⋅m) at 4400 rpm 347 lb⋅ft (470 N⋅m) at 4000 rpm |
| 2005 | HSV Z series Avalanche | 362 hp (270 kW) at 5700 rpm | 350 lb⋅ft (475 N⋅m) at 4000 rpm |
LS6
[edit]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 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 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.[53] LS6 intake manifolds were also used on all 2001+ LS1/6 engines. The casting number, located on 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.[54]
Applications:
| Year(s) | Model | Power | Torque |
|---|---|---|---|
| 2001–2004 | Chevrolet Corvette C5 Z06 | 385–405 hp (287–302 kW) at 6000 rpm | 385–400 lb⋅ft (522–542 N⋅m) at 4800 rpm |
| 2004–2005 | Cadillac CTS V-Series | 400 hp (298 kW) at 6000 rpm | 395 lb⋅ft (536 N⋅m) at 4800 rpm |
| 2007–2008 | SSC Ultimate Aero TT (modified) | 1,180 hp (880 kW) at 6950 rpm | 1,106 lb⋅ft (1,500 N⋅m) at 6150 rpm |
3.78 in. bore blocks (1999–2007)
[edit]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 the LS family.
4.8L LR4
[edit]The Vortec 4800 LR4 (VIN code "V") is a Generation III small block V8 truck engine. Displacement is 4.8 L (4,806 cc; 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 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:
| Year(s) | Model | Power | Torque |
|---|---|---|---|
| 2000–2006 | Chevrolet Tahoe/GMC Yukon | 270–285 hp (201–213 kW) at 5200 rpm | 285–295 lb⋅ft (386–400 N⋅m) at 4000 rpm |
| 1999–2007 | Chevrolet Silverado/GMC Sierra 1500 | 255–285 hp (190–213 kW) at 5200 rpm | 285–295 lb⋅ft (386–400 N⋅m) at 4000 rpm |
| 2003–2007 | Chevrolet Express/GMC Savana 2500/3500 | 275–285 hp (205–213 kW) at 5200 rpm | 290–295 lb⋅ft (393–400 N⋅m) at 4000 rpm |
5.3 L
[edit]The Vortec 5300, or LM7/L59/LM4, is a V8 truck engine.[clarification needed] It is a longer-stroked by 9 mm (0.35 in) version of the Vortec 4800 and replaced the L31. L59 denoted a flexible-fuel version of the standard-fuel LM7 engine. Displacement is 5.3 L (5,327 cc; 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. The aluminum block variants, the LM4 and the L33, share the same displacement, but instead use an aluminum block with cast-in cylinder liners, much like the LS1.
LM7
[edit]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:
| Year(s) | Model | Power | Torque |
|---|---|---|---|
| 2002–2005 | Cadillac Escalade 2WD | 285–295 hp (213–220 kW) | 325–335 lb⋅ft (441–454 N⋅m) |
| 2002–2006 | Chevrolet Avalanche 1500 | 285–295 hp (213–220 kW) | 325–335 lb⋅ft (441–454 N⋅m) |
| 2003–2007 | Chevrolet Express/GMC Savana 1500/2500 | 285–295 hp (213–220 kW) | 325–335 lb⋅ft (441–454 N⋅m) |
| 1999–2007 | Chevrolet Silverado/GMC Sierra 1500 (and 1999–2000 2500) | 270–295 hp (201–220 kW) | 315–335 lb⋅ft (427–454 N⋅m) |
| 2000–2006 | Chevrolet Suburban/GMC Yukon XL 1500 | 285–295 hp (213–220 kW) | 325–335 lb⋅ft (441–454 N⋅m) |
| 2000–2006 | Chevrolet Tahoe/GMC Yukon | 285–295 hp (213–220 kW) | 325–335 lb⋅ft (441–454 N⋅m) |
L59
[edit]The Vortec 5300 L59 (VIN code "Z") 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:
| Year(s) | Model | Power | Torque |
|---|---|---|---|
| 2002–2006 | Chevrolet Tahoe/GMC Yukon | 285–295 hp (213–220 kW) | 320–335 lb⋅ft (434–454 N⋅m) |
| 2002–2006 | Chevrolet Suburban/GMC Yukon XL 1500 | 285–295 hp (213–220 kW) | 320–335 lb⋅ft (434–454 N⋅m) |
| 2005–2006 | Chevrolet Avalanche 1500 | 285–295 hp (213–220 kW) | 320–335 lb⋅ft (434–454 N⋅m) |
| 2002–2007 | Chevrolet Silverado/GMC Sierra 1500 | 285–295 hp (213–220 kW) | 320–335 lb⋅ft (434–454 N⋅m) |
LM4
[edit]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 LM4 and LM7 should not be confused with the L33, described below.
Applications:
| Year(s) | Model | Power | Torque |
|---|---|---|---|
| 2003–2004 | Isuzu Ascender | 290 hp (216 kW) at 5200 rpm | 325 lb⋅ft (441 N⋅m) at 4000 rpm |
| 2003–2004 | GMC Envoy XL | ||
| 2003–2004 | Chevrolet SSR | ||
| 2004 | GMC Envoy XUV | ||
| 2004 | Buick Rainier | ||
| 2003–2005 | Chevrolet TrailBlazer EXT |
L33
[edit]The Vortec 5300 L33 (VIN code "B") was marketed as the Vortec 5300 HO. While it used the same aluminum block as was used in the LM4, the L33 included some major differences from the LM4, resulting in higher output than the LM4 and LM7. Instead of the LM4's dished pistons, the L33 used the 4.8L's flat top pistons. It also used 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 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 exclusively available in extended-cab standard-bed 4WD pickup trucks. Only 25% of 2005 Chevrolet/GMC full-size pickup trucks had an L33 engine.
Applications:
| Year(s) | Model | Power | Torque |
|---|---|---|---|
| 2005–2007 | Chevrolet Silverado 1500 4WD/GMC Sierra 1500 4WD | 310 hp (231 kW) at 5200 rpm | 335 lb⋅ft (454 N⋅m) at 4000 rpm |
4.00 in. bore blocks (1999–2007)
[edit]The 6.0 L 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.
6.0 L
[edit]The Vortec 6000 is a V8 truck engine. Displacement is 6.0 L (5,967 cc; 364.1 cu in) from a bore and stroke of 101.6 mm × 92 mm (4.00 in × 3.62 in). It 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).
LQ4
[edit]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:
| Year(s) | Model | Power | Torque |
|---|---|---|---|
| 1999–2007 | Chevrolet Silverado/GMC Sierra 1500HD/2500/2500HD/3500 | 300 hp (224 kW; 304 PS) at 4400 rpm | 360 lb⋅ft (488 N⋅m) at 4000 rpm |
| 2001 | GMC Sierra C3 | 325 hp (242 kW; 330 PS) at 5200 rpm | 370 lb⋅ft (502 N⋅m) at 4000 rpm |
| 2002–2007 | GMC Sierra Denali | ||
| 2000–2006 | Chevrolet Suburban 2500/GMC Yukon XL 2500 | 300–320 hp (224–239 kW; 304–324 PS) at 5200 rpm | 355–375 lb⋅ft (481–508 N⋅m) at 4000 rpm |
| 2002–2007 | Hummer H2 | 316–325 hp (236–242 kW; 320–330 PS) at 5200 rpm | 360–365 lb⋅ft (488–495 N⋅m) at 4000 rpm |
| 2002–2006 | GMC Yukon/Yukon XL Denali and Chevrolet Suburban 1500 LTZ | 325–335 hp (242–250 kW; 330–340 PS) at 5200 rpm | 370–380 lb⋅ft (502–515 N⋅m) at 4000 rpm |
| 2003–2007 | Chevrolet Express/GMC Savana 2500/3500 | 300–325 hp (224–242 kW; 304–330 PS) at 4400 rpm | 360–375 lb⋅ft (488–508 N⋅m) at 4000 rpm |
| 2003–2008 | Chevrolet W-Series/GMC W-Series/Isuzu NPR |
LQ9
[edit]The Vortec HO 6000 or VortecMAX (VIN code "N") is a special high-output version of the Vortec 6000 V8 truck engine originally designed for Cadillac in 2002. This engine was renamed as the VortecMAX for 2006. It features high-compression (10:1) flat-top pistons for an extra 20 hp (15 kW) and 10 lb⋅ft (14 N⋅m), bringing output to 345 hp (257 kW) and 380 lb⋅ft (515 N⋅m). Vehicles fitted with the LQ9 were backed by either a 3.73:1 (Escalade) or 4.10:1 (pickups) rear axle ratio. LQ9s were built only in Romulus, Michigan.
| Year(s) | Model | Power | Torque |
|---|---|---|---|
| 2002–2006 | Cadillac Escalade AWD | 345 hp (257 kW) at 5200 rpm | 380 lb⋅ft (515 N⋅m) at 4000 rpm |
| 2005–2006 | Cadillac Escalade 2WD | ||
| 2002–2006 | Cadillac Escalade EXT | ||
| 2003–2006 | Cadillac Escalade ESV | ||
| 2003–2007 | Chevrolet Silverado SS & H/O Edition | ||
| 2005–2006 | GMC Sierra Denali | ||
| 2006–2007 | Chevrolet Silverado Classic VortecMAX/GMC Sierra Classic VortecMAX |
Generation IV (2005–2020)
[edit]| Generation IV | |
|---|---|
 GM LS2 engine in a 2005 Chevrolet Corvette C6 | |
| Overview | |
| Manufacturer | General Motors |
| Also called | Vortec |
| Production | 2004–2020 |
| Layout | |
| Configuration | 90° V8 |
| Displacement | |