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  • LS1 differences

    im looking for one to swap, i know they started in 1998, what did they change each year and is it a big deal?

  • #2
    <blockquote>quote:</font><hr>Originally posted by firebird1:
    im looking for one to swap, i know they started in 1998, what did they change each year and is it a big deal?<hr></blockquote>

    Any LS1 would be a nice engine.
    98 had bigger injectors then 99-00

    The changes from the 98-00 and 01-02 are:

    5.7L V8 (LS1) Features & Benefits

    OVERVIEW
    The small block legend continues in model year 2001 with more horsepower and a host of refinements, including several engineered for the new LS6 V8. Yet the bottom line hasn't changed. The LS1 takes a back seat to no V8 engine, and remains one of the best bargains in the automotive world.

    NEW OR CHANGED FOR 2001 MODEL YEAR
    • Camshaft from LQ4 6.0-liter V8 (Vortec 6000) Truck Engine
    • Eliminate Exhaust Gas Recirculation (EGR)
    • Increased Volume Fuel Injectors
    • Increased Flow Air Cleaner with Larger Mass Air Flow sensor (MAF)
    • Pup Catalytic Converters
    • Cast Exhaust Manifolds with New Gasket
    • Reduced Tolerance Main Bearings
    • Revised Oil Level Tube and Indicator
    • Extended Maximum Oil Change Interval
    • Two-point Water Pump Vapor Vent
    • Sleeveless Coolant Sensor
    • Revised Powertrain Control Module Calibrations
    • Revised Rocker Cover Castings

    CUSTOMER BENEFITS

    LQ4 CAMSHAFT
    Powertrain engineers found an elegant, cost-effective answer when the platform team asked for a five-horsepower increase in the 2001 LS1: They borrowed a billet-steel camshaft from the LQ4 Vortec 6000 truck engine. The new cam has more advance and different timing, delivering more torque lower in the rev range. Coupled with an improved air cleaner developed for the LS6 V8, the new cam increase horsepower by five in the Firebird.

    EGR ELIMINATED
    Application of the LQ4 cam produced a valuable side benefit: elimination of the Exhaust Gas Recirculation (EGR) system. The new cam creates more valve overlap, or periods when both intake and exhaust valves are partially open at the same time. Increased overlap allows the LS1 to meet National Low Emissions Vehicle (NLEV) certification without EGR. Removal of EGR reduces engine plumbing and potential leak sources.

    INCREASED VOLUME INJECTORS
    New fuel injectors increase maximum fuel delivery to 3.55 grams/second. The injectors were developed specifically for the new Corvette LS6 V8, but have been applied to the LS1 as well. Shared injectors mean assembly efficiencies, and open the LS1 to further power increases in the future.

    MAF SENSOR
    The LS1 benefits from other improvements developed primarily for the LS6, including Delphi's high-volume version 1.2 Mass Air Flow sensor, with integral inlet air temperature sensor. This MAF sensor increases intake volume and allows the Powertrain Control Module to adjust for optimal performance at a given air temperature.

    PUP CATALYTIC CONVERTERS
    Firebirds equipped with the LS1 borrow a page from the Corvette by adding a pair of pup converters for model year 2001. Mounted upstream from the primary catalytic converters, the pups heat more quickly and reach emissions light-off temperature before the primary converters. The pups help all 2001 LS1s meet Low Emissions Vehicle (LEV) requirements.

    CAST EXHAUST MANIFOLDS
    Pup converters also allow the LS1 to be fitted with cast iron exhaust manifolds developed for the LS6. These manifolds increase exhaust flow slightly and reduce cost considerably. They are also more durable than the dual-wall stainless manifolds on the 2000 LS1. Other things equal, cast manifolds take longer to reach full operating temperature than stainless, but with the pup catalysts light-off is still achieved in less than 20 seconds. A new gasket allows the manifolds to be used interchangeably between the LS1 and LS6.

    BEARING TOLERANCE
    Reduced tolerances in the crankshaft main bearings mean a more precise fit. The result is an increase in long-term durability and, just as importantly, a reduction in something known to engineers as "cold knock"--a slight slapping noise from the engine before it reaches full operating temperature.

    EXTENDED OIL-CHANGE INTERVAL
    New computer algorithms extend the oil-change interval. The Powertrain Control Module records engine temperature and length of operation at a given temperature; with new data on real-world customer use, engineers have adjusted the software to allow longer intervals before an oil change is indicated. The LS1 has a maximum permissible interval of 10,000 miles with recommended conventional lubricant.

    TWO-POINT VAPOR VENT
    The number of water pump vapor vents has been reduced from four to two, reducing cost. Experience with the LS1 has shown that two vents are sufficient to help maintain proper pressure and control coolant aeration.

    SLEEVELESS COOLANT SENSOR
    The coolant temperature sensor, supplied by Packard Electric, uses a plastic insulator to protect electrical leads in the brass housing, rather than a rubber sleeve. The new sensor reduces the possibility of assembly rejection or shorting in operation.

    PCM RECALIBRATION
    With the hardware adjustments, the Powertrain Control Module has been recalibrated to maximize performance and efficiency and ensure certification to National Low Emission Vehicle (NLEV) standards.

    NEW ROCKER COVERS
    Rocker covers have revised bosses, allowing the covers to be used interchangeably between car and truck small-block engines and enhancing assembly efficiency.

    CONTINUING FEATURES
    The LS1 achieved Low Emissions Vehicle (LEV) status in California for model year 2000, thanks to higher capacity catalysts on the Firebird and revisions that increased flow through the Air Injection Reaction (AIR) system in all applications. Cars equipped with LS1s were also fitted with On Road Vapor Recovery (ORVR) systems. The LS1 continues the grand tradition of one of the most important engines in automotive history--the original small block V8. While it shares its 4.4 inch bore centers with the first small block, the LS1 has introduced a host of advanced technologies to the overhead-cam V8, including all-aluminum construction, a thermoplastic intake manifold and drive-by-wire electronic throttle.

    The LS1 retains its high-efficiency gerotor oil pump, which is driven off the front of the crankshaft. Benefits of the gerotor design include improved low temperature delivery and better performance, due to lower parasitic power loss.

    "This engine obscures the line between overhead cams and overhead valves. There's no distinction anymore. The LS1 excels in reducing mass, package size and cost, with outstanding performance and NVH that's competitive with overhead-cam V8s. Doubters said we couldn't do everything--particularly meeting LEV—with overhead valves. We've proven them wrong." --John Juriga, Total Integration Engineer, LS1/LS6 V8

    LEADERSHIP
    The LS1 has wowed the business and enthusiast press, and found a spot on the WARD'S AUTO WORLD list of the 10 Best Engines in North America each year since its launch, because there is no arguing with results. This V8 exceeds customer expectations with outstanding overall performance at modest cost to both the customer and the corporation.

    "Tire-trashing torque is what you want in a world-class sports/GT car, and the LS1 delivers--RIGHT NOW—when overhead cammers are still spooling up. That such torque and horsepower come with more refinement than one has a right to expect in nearly six liters of thumping V8 proves how effectively the old small block has been redesigned."
    --WARD'S AUTO WORLD, January 1998


    10% of 01's and 25% of 02's also got an LS6 casting for the LS1 block.

    Chris

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    • #3
      <blockquote>quote:</font><hr>Originally posted by firebird1:
      im looking for one to swap, i know they started in 1998, what did they change each year and is it a big deal?<hr></blockquote>

      take a look at the engine swap section on the www.tacreationsusa.com site, and it has some information on crossing model years.

      http://www.tacreationsusa.com/3_4_3_8_v6_to_ls1.htm

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      • #4
        The 2002 LS1 engines have a LS6 intake. I just did a swap about 2 months ago and found out I have one on mine.

        Comment


        • #5
          Re: LS1 differences

          This may be a dumb question, but if you were to upgrade from the 3800 to the LS-1, would you also need to change trannys?

          Comment


          • #6
            Re: LS1 differences

            Originally posted by Muteki
            This may be a dumb question, but if you were to upgrade from the 3800 to the LS-1, would you also need to change trannys?
            you may be able to get away wiwth just replacing the bell housing, im not sure.

            Comment


            • #7
              Re: LS1 differences

              bell housing and imput shaft among other things....just get a new tranny

              Comment


              • #8
                Re: LS1 differences

                Uhh the cam actually dropped HP in 01, but a new tune and bigger intake upped it +5 hp than what it was. look it up ,the cam is smaller, in lift, and duration. Lobe separation is actually more narrow, which increases top end, not low end.

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                • #9
                  Re: LS1 differences

                  If you're going to swap in an LS1, don't put the T5 behind it. The T56 is significantly beefier.

                  Comment


                  • #10
                    Re: LS1 differences

                    you can't use the t5, it can't handle the hp, even beefed up. Also I think the clutch discs cause some type of problem when aligning it. I'm not exactly sure, but someone did use the stock t5 and had to swap it back out after about 2 weeks.

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                    • #11
                      Re: LS1 differences

                      if its an auto, you will be fine, but a manual wouldnt work, a t5 can only handle like 225ftlb of torque, thats what the ls1 is putting out at like 2500rpm

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                      • #12
                        Re: LS1 differences

                        no the auto will not work unless you change the bell housing and the input shaft like the the guy said a few posts ago. I have tried to put a ls1 trans into a v6 not even close the ls1 input shaft is about 2 inches longer.

                        Comment


                        • #13
                          Re: LS1 differences

                          why does everyone keep responding to a damn thread that was created 5 years ago?

                          current car- 95 Trans am- bolt ons, parked and collecting dust. why? because **** it

                          Follow me!
                          http://www.twitch.tv/optimusprymrib
                          Or this

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                          • #14
                            Re: LS1 differences


                            "Respect the classics, man!"

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