01 02 ws6 with ls6 block
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01 02 ws6 with ls6 block i have been doing some reseach and heard storys that some 01 and 02 trans ams came with a ls6 block from factory because gm ran out of ls1 blocks oin 2001. is this true and if so how do i tell if my 01 has the ls6 block? does it make the car more collectable valuble? does it make it more powerfull. any info links would be cool. thanks.
i have been doing some reseach and heard storys that some 01 and 02 trans ams came with a ls6 block from factory because gm ran out of ls1 blocks oin 2001. is this true and if so how do i tell if my 01 has the ls6 block? does it make the car more collectable valuble? does it make it more powerfull. any info links would be cool. thanks.
There is a casting number on the back of the block just below the driver side cylinder head.
LS6 block is #12561168
Its a very hard cast # to see though. Much easier to see if the tranny is out. No major advantages to having the LS6 block either.
2001 F-Body
1. A small percentage of 2001 and 2002 LS1s actually had LS6 blocks which had a different part number and a darker metal cast
2. Starting 2001, all LS1s came with an LS6 intake manifold without an EGR system
3. Advertised HP output was changed from 305 to 310 on base LS1s and from 320 to 325 on WS6s and SSs
4. 2001-02 cars have a smaller cam from the Vortec truck engines to increase low end torque
5. 2001-02 cars had 28 lb fuel injectors like the 98 cars (albeit different part numbers)
6. WS6 cars had a redesigned 5 spoke rim which was more wavy
7. WS6 cars got less suspension upgrades from a base Trans Am suspension than previous years
8. Manual transmission cars all came with the Z06 clutch
http://www.ls1.com/forums/showthread.php?t=27515
Here ya go. This search button stuff works pretty good. btw
Actually I am sorry to say your wrong but the LS6 Block has a few major advantages over the LS1 Block. A few are that the LS6 block has better breithing between the rod/crank webbing which has proven to be up to a 30 horse advantage due to decreased crankcase pressure and increased piston ring sealing. (thats not an exhageration either, I belive either GM High tech or Super Chevy did an article on the block difference a year or so ago.) Also the LS6 casting was a alltogether a stronger casting made of a better aluminum alloy.
The horsepower difference between the motors is mainly due to this difference and that is why some completely stock F-Bodies can smash other completely stock F-Bodies
The horsepower difference between the motors is mainly due to this difference and that is why some completely stock F-Bodies can smash other completely stock F-Bodies
Wrong. The block itself does not affect compression. The LS6 heads would, but all LS6 blocks that came factory on fbodys did not come with LS6 heads, they came with 241 casting LS1 heads.
So does the LS1 come with the same pistons as an LS6? I see LS6 pistons for sale stating they are better than an LS1 piston, also some type of coating the LS1's dont have, could be BS but I have seen it. I do know while blocks could be the same, different pistons could change the compression ratio. My Ls6 is a 2006 CTS-V replacement, came with 243's, same internals as the Z06 engine. My 2002 LS1 came with the LS6 intake but not sure if the bottom end was LS6, with the oil pans off both engines, it did have some noticeable differences in the casting.
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The breathing ability between cylinders in the case has a long progression. At one point, GM actually blew the back of a block off one of the first prototypes due to no breathing and the resulting pressure. Then they machined holes...then they cast them. The blocks I've seen from the same year are similar whether they are LS6 or LS1. It was due to the time frame of manufacture, not what they went in. So I don't believe there will be any difference there. Maybe in alloy...but I would even doubt that.
O2Z28Z06, 2006 CTS-V was an LS2...not an LS6.
LS6 did get better pistons for a while. The difference was coating. Eventually they all got that. This was not a performance enhancement, it was because GM couldn't build one of these without them sounding like a can of marbles when cold. Coating the piston skirts and tightening the clearance fixed that. They eventually coated the tops as well. This was to keep heat in the combustion chamber for performance and emissions.
O2Z28Z06, 2006 CTS-V was an LS2...not an LS6.
LS6 did get better pistons for a while. The difference was coating. Eventually they all got that. This was not a performance enhancement, it was because GM couldn't build one of these without them sounding like a can of marbles when cold. Coating the piston skirts and tightening the clearance fixed that. They eventually coated the tops as well. This was to keep heat in the combustion chamber for performance and emissions.
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Verdad Gallardo The breathing ability between cylinders in the case has a long progression. At one point, GM actually blew the back of a block off one of the first prototypes due to no breathing and the resulting pressure. Then they machined holes...then they cast them. The blocks I've seen from the same year are similar whether they are LS6 or LS1. It was due to the time frame of manufacture, not what they went in. So I don't believe there will be any difference there. Maybe in alloy...but I would even doubt that.
O2Z28Z06, 2006 CTS-V was an LS2...not an LS6.
LS6 did get better pistons for a while. The difference was coating. Eventually they all got that. This was not a performance enhancement, it was because GM couldn't build one of these without them sounding like a can of marbles when cold. Coating the piston skirts and tightening the clearance fixed that. They eventually coated the tops as well. This was to keep heat in the combustion chamber for performance and emissions.
O2Z28Z06, 2006 CTS-V was an LS2...not an LS6.
LS6 did get better pistons for a while. The difference was coating. Eventually they all got that. This was not a performance enhancement, it was because GM couldn't build one of these without them sounding like a can of marbles when cold. Coating the piston skirts and tightening the clearance fixed that. They eventually coated the tops as well. This was to keep heat in the combustion chamber for performance and emissions.
Sorry for the confusion, should have said the engine was purchased from Crate Engine Depo in 2006, it is a CTS-V replacement engine, the pistons are black on top. The paper work that come with it said it was assembled and line tested in early 2006. And thanks for the info, I do have one more question. I have read on this site and others that bolting on LS6 243 heads on an LS1 ends up being 10:1 compression ratio. The LS6 is listed as having 10.5:1 ratio, am I missing something here or just some bad info? I received paper work with the engine stating it was 10.5:1 and premium fuel was required.
241 heads have 66.67 cc combustion chamber volume
243 heads have 64.43 cc......................................
also head gaskets were .056 or .060 depending on years
hence 10.1:1 ls1 or 10.5:1 ls6
243 heads have 64.43 cc......................................
also head gaskets were .056 or .060 depending on years
hence 10.1:1 ls1 or 10.5:1 ls6
