Malicious

iTrader: (1)

Okay maybe I'm totally confused(not an ls1 owner unfortunately) but someone was telling me that in the 01 and up LS1's there isn't the ls6 intake and more aggressive cam? I was under the assumption this was true about these cars... Anyone wanna gimme some proof so I can shut this "f-body know it all" up? <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" /> <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />

SSLink

2001-02 LS1's have the LS6 intake, but a slightly less agressive cam, with less duration and lift.
The newer cars also have larger injectors, no EGR, and I believe a slightly modified block.

kewlbrz

Cant speak for the F-bodies, but you can be certain that the 2001+ C5 LS1's share the following with the LS6:

2001:
Intake
Clutch
Cast Iron Exhaust Manifolds (changed from stainless that were on 97-00)
MAF
Crank
Rods
Push rods
Lifters
Beginning in late 2001 The LS6 block is used which has bay to bay windows for better oil windage control
2001 C5 LS1 gets the gen III truck cam

2002:
same as 2001 except for:
still uses the 2001 MAF
still uses the 2001 clutch

Some other interesting differences.

The C5 LS1 is spun manually to insure balance and lubrication.
The C5 LS6 is fired on propane for several minutes due to higher redline.

Much less QA and attention to balance is put into the F-body LS1's at the st. cathrine plant. per the st. cathrines engine plant article in vette magazine may 2002.

<small>[ September 26, 2002, 03:27 PM: Message edited by: kewlbrz ]</small>

SSINFUL

The '01 & '02 LS1 powered F-bodies (Camaros/Firebirds) have the LS6 intake manifold. They also have the truck cam (supposedly better midrange) out of the 5.3 liter truck engine.

In '00, the exhaust manifolds were improved, so the F-bods are better breathing than the earlier LS1's. Haven't heard of any modifications to the block itself. It is NOT the LS6 block.

Malicious

iTrader: (1)

Hey thanks guys, I was pretty close. Least I can tell him he's *gasp*, wrong <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" />

Malicious

iTrader: (1)

Hey guys, he says you all are wrong, any hard proof that I can shove in his face? This guy obviously knows nothing and I told him I'd take you all's word on it than his anyday seeing as he's had nothing but 3rd gens.

02 SOM WS6

I think I have the link to this article somewhere at home. I would, however, take any of that stuff with a grain of salt. <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" /> I think most of it is correct though.

Les

02 SOM WS6

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

BurnOut

iTrader: (1)

02 SOM WS6- I can tell you that there is at least one error on that list, and that's the pup converters.

I have an '01 Z28, and there isn't anything upstream of the cats besides pipe and manifolds.

The other stuff I'm not sure about, but would like to believe... <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" />

getcha 01

iTrader: (4)

That post is right on with every single part on my 01 WS6. I first got it @104k miles and with a junk T-56 I ran 13.18@102mph. It puzzled me cause my 79 Z28 was fully built (carb) engine, gears,4spd T-10 etc and ran 13.63@99mph...I started researching because my friends 00 SS stock same as mine ran 13.80s@101mph and my other friends 98z28 with fast intake,full exhaust, A4 w/2800 stall, 3:73's, tune ran 13.20s@102mph. They though mine had tune or something?..my injectors,exh manifolds, int manifold, clutch, gears etc etc were different. After weeks of research I found 01-02 LS1's had many LS6 parts and also the smaller cam, but starting in late 00-02 we got 241 heads, LS6 inspired exh manifolds, then 01-02 had LS6 intake, injectors, MAF, clutch and many other small things. The 6.0L truck cam put in LS1 01-02 was smaller lift by hardy anything and even more hardly smaller duration so people say its smaller, but the 98-00 cam had 119 LSA and 01-02 cam had 115LSA and with the LS6 intake it made big trq over 98-00 and even 10rwhp. Thats why 98-00 rated @320(WS6) put down 280-290rwhp which was underrated, but 01-02 rated @325(WS6) put down 290-310rwhp= very underrated! Ever wonder why you never seen a stock vs stock test of a 01-02 WS6/SS vs 01-02 C5 vette?...WS6/SS=13.1-13.4/C5=13.3-13.6....BAD!!!