The LS series engines for sale were a new design introduced in 1993, intended to be the only V-8 engine utilized in General Motors’ line of Rear Wheel Drive cars and trucks. The LS series was a new engineering design with little in common with the classic Chevrolet small block V8. The LS is all-aluminum and has 6-bolt main bearing caps.
Important to note: The LS engines are an entirely different engine series than the GM LT engine series. When looking for an Chevy engine for sale, this is very important information. Easy to determine by using the vehicle identification number (VIN). The experts at reliable engine wholesalers will always ask for the VIN number
The LS engine has been the only engine in the Chevrolet Corvette since 1997, however, has taken on new roles in a wide variety of other General Motors vehicles, ranging from SUVs and sporty cars to the truck line. Due to the engine’sÂ compact external dimensions and light weight, compared to its displacement and power output, the engine family is also a popular choice for hot rodders.
Vortec is a trademarked name for a line of gasoline engines for General Motors trucks. It first appeared in 1993 as a 4.3Â L V6 but is now used in a broad range of different engines for sale in a variety os sizes. Modern Vortec engines are named after the metric equivalent in displacement in cubic centimeters.
The LS1 has few similarities in outside dimensions, with its predecessor, the tried and true Chevrolet small-block engine. It is an all-aluminum 5.7Â L (5,665Â cc/345.7Â cuÂ in) pushrod engine with a bore of (3.9Â in/99Â mm) and a stroke of (3.62Â in/92Â mm). It was rated between 305 to 350Â hp and 335 to 375 foot pounds of torque in the USA, depending on the vehicle application.
Realizing it has more performance attributes than the LT series engines, it is very popular with performance minded folks, however the goals of GM were as such:
- Improved manufacturing and assembly efficiency
- An engine that would meet the new requirements of the Corvette, specifically in terms of its performance needs. It happens to work well in other applications too.
It was for mainly marketing reasons that the 5.7 litre size was maintained – the all-alloy engine had virtually no components in common with its LT1 predecessor. But with effectively an all-new design, why stick with pushrods? GM took into account mass, packaging, cost and low-end torque requirements before again plumping for pushrods.
However, pushrods have been retained but the chance to introduce other high-end engine technologies prevailed. The deep skirt block used cross-bolted main bearing caps and cast-in cylinder liners. The nodular iron crankshaft was subjected to less stress through the use of a new firing order. The new alloy sump or oil panÂ – cast in aluminum, is a part of the engine structure, adding rigidity.
New cylinder heads were used. Over the previous design these gave better combustion and air flow. However,Â the top half of the engine is the new design intake manifold assembly, which comprised an ‘Integrated Air and Fuel Module‘. This was made up of a bake-lite plastic intake manifold, a sequential port injection system (Vortec) and an ECM.
The LS series engines cover many displacement sizes and variables. One point that needs to be made is the since the engines are all-aluminum blocks and heads, cooling is even more important. Allowing the cooling system and radiator used to remove heat from an aluminum block engine is more important than a conventional cast iron block engine. Overheat one of these aluminum block babies and you will bee looking for an engine for sale.