DinoZ

iTrader: (5)

I am new to the LS1 side... used to be LT1.
Is there a place I can go to find out what all the 2002 LS1 contains, ie: what size rockers, what size cam, etc, etc.?
I want to find out as much as I can about my 02 LS1 powered car... especially since the 01-02's are supposed to be different than the previous ones. Thanks in advance.

DinoZ

iTrader: (5)

WOW! Thanks for all of the info! <img border="0" title="" alt="[Roll Eyes]" src="images/icons/rolleyes.gif" />
So does this mean that nobody knows, or I'm I just being given the cold shoulder, since I'm the new kid? <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

Gold Phoenix

iTrader: (1)

I have had the same problem. I have been doing research on the stock specs on the LS1 for a year now and I keep getting different spec numbers. Maybe that is why no one really knows.

Hellion

Hello,
Here is all that I could find, hope this helps <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
1:General Information
2:Specifications
between the fourth and fifth bearing journals. The camshaft-timing sprocket is mounted to the front of the camshaft and is driven by the crankshaft sprocket through the camshaft timing chain. The crankshaft sprocket is splined and drives the oil pump driven gear. A retaining plate mounted to the front of the engine block maintains camshaft location.

Crankshaft The crankshaft is cast nodular iron. The crankshaft is supported by five crankshaft bearings. The bearings are retained by crankshaft bearing caps, which are machined with the engine block for the proper alignment and clearance. The crankshaft journals are undercut and rolled. The center main journal is the thrust journal. A crankshaft position reluctor ring is mounted at the rear of the crankshaft. The reluctor ring is not serviceable separately.

Cylinder Heads The cylinder head assemblies are cast aluminum and have pressed in place powdered metal valve guides and valve seats. Passages for the vapor ventilation system are at the front and rear of each cylinder head. There are no exhaust gas passages within the cylinder head.

Engine Block

The engine block is a cam-in-block deep skirt 90 degree V configuration with five crankshaft bearing caps. The engine block is aluminum with cast in place iron cylinder bore liners. The five crankshaft bearing caps each have four vertical M10 and two horizontal M8 mounting bolts. The camshaft is supported by five camshaft bearings pressed into the block.

Exhaust Manifolds The exhaust manifolds are one piece fabricated stainless steel and are a double wall design. The exhaust manifolds direct exhaust gases from the combustion chambers to the exhaust system. Each manifold has a single inlet for the Air Injection Reaction (AIR) system and a threaded opening for oxygen sensor installation.

Intake Manifold The intake manifold is a one-piece composite design that incorporates brass threaded inserts for mounting the fuel rail and throttle body. The intake manifold is sealed to the cylinder heads by eight separate non-reusable silicone sealing gaskets which press into the grooves of the intake housing. The drive by wire throttle body assembly bolts to the front of the intake manifold. The throttle body is sealed to the intake manifold by a one-piece push in place silicone gasket. The fuel rail assembly with eight separate fuel injectors is retained to the intake by four bolts. The injectors are seated in their individual manifold bores with O-ring seals to provide sealing. A fuel rail stop bracket is retained at the rear of the left fuel rail by the intake manifold mounting bolts. A snap fit Manifold Absolute Pressure (MAP) sensor housing is mounted at the rear of the manifold and sealed by an O ring seal. The MAP sensor is installed and retained to the MAP sensor housing. There are no coolant passages within the intake manifold. Oil Pan The structural oil pan is cast aluminum. Incorporated into the design are the oil filter mounting boss, drain plug opening, oil level sensor mounting bore, and oil pan baffle. The oil pan cover, oil temperature sender and oil level sensor mount to the side of the oil pan. The alignment of the structural oil pan to the rear of the engine block and transmission bell housing is critical.

Piston and Connecting Rod Assemblies The pistons are cast aluminum. The pistons use two compression rings and one oil control ring assembly. The piston is a Iow friction, lightweight design with a flat top and barrel shaped skirt. The piston pins are chromium steel. They have a floating fit in the piston and are retained by a press fit in the connecting rod. The connecting rods are powdered metal. The connecting rods are fractured at the connecting rod journal and then machined for the proper clearance.

Valve Rocker Arm Cover Assemblies The valve rocker arm covers are cast aluminum and use a pre-molded silicone gasket for sealing. Mounted to each rocker cover are four individual ignition coils. Incorporated into the covers are the oil fill tube, the Positive Crankcase Ventilation (PCV) system passages, and the engine fresh air passages. Valve Train Motion is transmitted from the camshaft through the hydraulic roller valve lifters and tubular pushrods to the roller type rocker arms. The valve lifter guides position and retain the valve lifters. The valve rocker arms for each bank of cylinders are mounted on pedestals (pivot supports). Each rocker arm is retained on the pivot support and cylinder head by a bolt. Valve lash is net build. Engine

Mechanical Specifications (LS1) General Data

Engine Type V8 Displacement 5.7L-5665 cc 346 CID Bore 99.0 mm 3.898 in Stroke 92.0 mm 3.622 in Compression Ratio 10.1:1 Firing Order 1-8-7-2-6-5-4-3 Spark Plug Type 41-931 Spark Plug Gap 1.524 mm 0.06 in Lubrication System 5.678 Liters 6.0 Quarts Oil Capacity (without Oil Filter Change) 6.0 Quarts 5.7 Liters Oil Capacity (with Oil Filter Change) 6.5 Quarts 6.151 Liters Oil Pressure (Minimum -- Hot) 41.4 kPa at 1,000 engine RPM 6.0 psig at 1,000 engine RPM Oil Pressure (Minimum- Hot) engine RPM 124.11 kPa at 2,000 engine RPM 165.48 kPa at 4,000 engine RPM engine RPM 18.0 psig at 2,000 engine RPM 24.0 psig at 4,000 engine RPM Oil Type Mobil(E) 5W-30 Synthetic or Equivalent Camshaft Camshaft End Play 0.025-0.305 mm 0.001-0.012 in Camshaft Journal Diameter 54.99-55.04 mm 2.164-2.166 in Camshaft Journal Diameter Out-of-Round 0.025 mm 0.001 in Camshaft Lobe Lift (Intake) 7.04 mm 0.277 in Camshaft Lobe Lift (Exhaust) 7.13 mm 0.281 in Camshaft Runout (Measured at the Intermediate Journals) 0.05 mm 0.002 in Connecting Rod Connecting Rod Bearing Bore Diameter 56.505-56.525 mm 2.224-2.225 in Connecting Rod Bearing Bore Out-of-Round (Production) 0.004 mm 0.00015 in Connecting Rod Bearing Bore Out-of-Round (Service Limit) 0.008 mm 0.0003 in Connecting Rod Bearing Clearance (Production) 0.015-0.063 mm 0.0006-0.00248 in Connecting Rod Bearing Clearance (Production) Connecting Rod Bearing Clearance (Service Limit) 0.015-0.076 mm 0.0006-0.003 in Connecting Rod Side Clearance 0.11-0.51 mm 0.00433-0.02 in Crankshaft Crankshaft Bearing Clearance (Production) 0.018-0.054 mm 0.0007-0.00212 in Crankshaft Connecting Rod Journal Diameter (Production) 53.318-53.338 mm 2.0991-2.0999 in Crankshaft Connecting Rod Journal Diameter (Service Limit) 53.308 mm (Minimum) 2.0987 in (Minimum) Crankshaft Connecting Rod Journal Taper (Production) 0.005 mm (Maximum for 1/2 of Journal Length) 0.0002 in (Maximum for 1/2 of Journal Length) Crankshaft Connecting Rod Journal Taper (Service Limit) 0.01 mm (Maximum) 0.0004 in (Maximum) Crankshaft Connecting Rod Journal Out-of-Round (Production) 0.005 mm 0.0002 in Crankshaft Connecting Rod Journal Out-of-Round (Service Limit) 0.01 mm 0.0004 in Crankshaft End Play 0.04-0.2 mm 0.0015-0.0078 in Crankshaft Main Journal Diameter (Production) 64.993-65.007 mm 2.558-2.559 in Crankshaft Main Journal Diameter (Service Limit) 64.993 mm (Minimum) 2.558 in (Minimum) Crankshaft Main Journal Out-of-Round (Production) 0.003 mm 0.000118 in Crankshaft Main Journal Out-of-Round (Service Limit) 0.008 mm 0.0003 in Crankshaft Main Journal Taper (Production) 0.01 mm 0.0004 in Crankshaft Main Journal Taper (Service Limit) 0.02 mm 0.00078 in Crankshaft Reluctor Ring Runout (Measured 1.0 mm (0.04 in) Below Tooth Diameter) 0.25 mm 0.01 in Crankshaft Runout (at Rear Flange) 0.05 mm 0.002 in Crankshaft Thrust Wall Runout 0.025 mm 0.001 in Crankshaft Thrust Wall Width (Production) 26.14-26.22 mm 1.029-1.032 in Crankshaft Thrust Wall Width (Service) 26.32 mm (Maximum) 1.036 in (Maximum) Cylinder Bore Cylinder Bore Diameter 99.0-99.018 mm 3.897-3.898 in Cylinder Bore Taper Thrust Side 0.018 mm (Maximum) 0.0007 in (Maximum) Cylinder Head Cylinder Head Engine Block Deck Flatness (Measured within a 152.4 mm (6.0 in) area) 0.11 mm 0.004 in Cylinder Head Engine Block Deck Flatness (Measuring the Overall Length of the Cylinder Head) 0.22 mm 0.008 in Cylinder Head Exhaust Manifold Deck Flatness 0.22 mm 0.008 in Cylinder Head Intake Manifold Deck Flatness 0.22 mm 0.008 in Cylinder Head Height (Measured from the Cylinder Head Deck to the Valve Rocker Arm Cover Seal Surface) 120.2 mm (Minimum) 4.732 in (Minimum) Engine Block Camshaft Bearing Bore Diameters 55.063-55.088 mm 2.168-2.169 in Engine Block Cylinder Head Deck Surface Flatness (Measured within a 152.4 mm (6.0 in) area) 0.11 mm 0.004 in Engine Block Cylinder Head Deck Surface Flatness (Measuring the Overall Length of the Block Deck) 0.22 mm 0.008 in Engine Block Cylinder Head Deck Height (Measuring from the Centerline of Crankshaft to the Deck Face) 234.57-234.82 mm 9.235-9.245 in Main Bearing Bore Diameter (Production) 69.871-69.889 mm 2.750-2.751 in Valve Lifter Bore Diameter (Production) 21.417-21.443 mm 0.843-0.844 in Intake Manifold Intake Manifold Cylinder Head Deck Flatness (Measured at Gasket Sealing Surfaces) 0.5 mm 0.02 in Oil Pan and Front/Rear Cover Alignment Oil Pan to Rear of Engine Block Alignment (at Transmission Bellhousing Mounting Surface) 0.0-0.25 mm (Maximum) 0.0-0.01 in (Maximum) Front Cover Alignment (at Oil Pan Surface) 0.0-0.5 mm 0.0-0.02 in Rear Cover Alignment (at Oil Pan Surface) 0.0-0.5 mm 0.0-0.02 in Piston Piston Outside Diameter (at Size Point) 98.964-98.982 mm 3.8962-3.8969 in Piston to Bore Clearance (Production) 0.018-0.054 mm 0.0007-0.00212 in Piston to Bore Clearance (Service Limit) 0.018-0.054 mm (Maximum) 0.0007-0.00212 in (Maximum) Piston Pin Piston Pin Clearance to Piston Bore (Production) 0.01-0.02 mm 0.0004-0.00078 in Piston Pin Clearance to Piston Bore (Service Limit) 0.01-0.02 mm (Maximum) 0.0004-0.00078 in (Maximum) Piston Pin Diameter 23.997-24.0 mm 0.9447-0.9448 in Piston Pin Fit in Connecting Rod 0.02-0.043 mm (Interference) 0.00078-0.00169 in (Interference) Piston Rings Piston Compression Ring End Gap (Production Top) (Measured in Cylinder Bore) 0.23-0.38 mm 0.009-0.0149 in Piston Compression Ring End Gap (Production--2nd) (Measured in Cylinder Bore) 0.44-0.64 mm 0.0173-0.0251 in Piston Oil Ring End Gap (Production) (Measured in Cylinder Bore) 0.18-0.69 mm 0.007-0.0271 in Piston Compression Ring End Gap (Service-Top) (Measured in Cylinder Bore) 0.23-0.38 mm (Maximum) 0.009-0.01496 in (Maximum) Piston Compression Ring End Gap (Service--2nd)(Measured in Cylinder Bore) 0.44-0.64 mm (Maximum) 0.0173-0.0251 in (Maximum) Piston Oil Ring End Gap (Service Limit) (Measured in Cylinder Bore) 0.18-0.69 mm (Maximum) 0.007-0.0271 in (Maximum) Piston Compression Ring Groove Clearance (Production--Top) 0.04-0.085 mm 0.00157-0.003346 in Piston Compression Ring Groove Clearance (Production--2nd) 0.04-0.08 mm 0.00157-0.003149 in Piston Oil Ring Groove Clearance (Production) 0.01-0.22 mm 0.0004-0.00866 in Piston Oil Ring Groove Clerance (Production) Piston Compression Ring Groove Clearance (Service--Top) 0.04-0.085 mm (Maximum) 0.00157-0.003346 in (Maximum) Piston Compression Ring Groove Clearance (Service--2nd) 0.04-0.08 mm (Maximum) 0.00157-0.003149 in (Maximum) Piston Oil Ring Groove Clearance (Service Limit) 0.01-0.22 mm (Maximum) 0.0004-0.00866 in (Maximum) Valve System Valve Lifter Hydraulic Roller Valve Rocker Arm Ratio 1.70:1 Valve Lash Net Lash--No Adjustment Valve Face Angle 45 degrees Valve Seat Angle 46 degrees Valve Seat Runout 0.05 mm (Maximum) 0.002 in (Maximum) Valve Seat Width (Intake) 1.02 mm 0.04 in Valve Seat Width (Exhaust) 1.78 mm 0.07 in Valve Stem Clearance (Production--Intake) 0.025-0.066 mm 0.001-0.0026 in Valve Stem Clearance (Production--Intake) 0.025-0.066 mm 0.001-0.0026 in Valve Stem Clearance (Production--Exhaust) 0.025-0.066 mm 0.001-0.0026 in Valve Stem Clearance (Service--Intake) 0.093 mm (Maximum) 0.0037 in (Maximum) Valve Stem Clearance (Service--Exhaust) 0.093 mm (Maximum) 0.0037 in (Maximum) Valve Stem Diameter (Production) 7.955-7.976 mm 0.313-0.314 in Valve Stem Diameter (Service) 7.9 mm (Minimum) 0.311 in (Minimum) Valve Spring Free Length 52.9 mm 2.08 in Valve Spring Pressure (Closed) 340 N at 45.75 mm 76 lb at 1.80 in Valve Spring Pressure (Open) 980 N at 33.55 mm 220 lb at 1.32 in Valve Spring Installed Height (Intake) 45.75 mm 1.8 in Valve Spring Installed Height (Exhaust) 45.75 mm 1.8 in Valve Lift (Intake) 11.99 mm 0.472 in Valve Lift (Exhaust) 12.15 mm 0.479 in Valve Guide Installed Height (Measured from the Cylinder Head Spring Seat Surface to the Top of the Valve Guide) 17.32 mm 0.682 in Valve Stem Oil Seal Installed Height (Measured from the ValveSpring Shim to Top Edge of Seal Body) 18.1-19.1 mm 0.712-0.752 in Approximate Fluid Capacities Cooling System Automatic Transmission 11.6 Liters 12.3 quarts Manual Transmission 11.9 Liters 12.6 quarts Engine Crankcase With Filter 6.1 Liters 6.5 quarts Without Filter 5.7 Liters 6.0 quarts Fuel Tanks (Total) 72.3 Liters 19.1 gallons Rear Axle Differential Lubricant 1.6 Liters 1.69 quarts Limited-Slip Additive 118 Milliliters 4.0 ounces Transmission Fluid Drain & Fill (Automatic Transmission) 4.7 Liters 5.0 quarts Overhaul (Automatic Transmission) 10.2 Liters 10.8 quarts Overhaul (Manual Transmission) 3.9 Liters 4.1 quarts

NoGo

iTrader: (2)

Holy sh..... I hope that was a cut and paste. Thanks for the info

<img border="0" alt="[cheers]" title="" src="graemlins/gr_cheers.gif" />

Hellion

Yeah, cut and paste.
I can type pretty darn fast but, not fast enough to post this before the day ends. <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />

<small>[ July 29, 2002, 09:31 PM: Message edited by: BLK:WS6&BLK:SS ]</small>

edss01

wow that was good he asked didnt he <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" />

Hellion

Oops, I forgot this: Taken from LS1.com//
I'll stop posting on this thread now, I don't want to bog down the server.

Here are the changes that took place on the 2001's and relate to the 2002's as well:
This came from a GM web site.

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.

DinoZ

iTrader: (5)

Well, I guess that pretty much answers my questions! <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" /> Thanks for all of that. I will be going now, my brain hurts! <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />
Seriously, thanks.