diff between the ls1 and the ls6
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Teching In
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From: Texas
diff between the ls1 and the ls6 I am hopin y'all might be able to answer a couple of questions for me. This is kinda long so please bear with me. I own a '97 Chevy swb truck. It is Procharged runnin 12 psi. Last week the tranny started slippin on me. I decided this was the perfect oppourtunity to do the upgrade I have always wanted. So, I am about to drop an LS engine in it. I really wanted the ZO6 LS6 but, with a new price tag of over 8 grand, it's a bit out of my reach with no access. or ECM included. I can get a used LS1 out of a 2000 camaro fairly reasonable. My question is, what are the differences between the 405hp LS6 and the 345hp LS1? I am aware of the heads, cam, intake, and MAF. Are there any substancial differences between the two blocks? i.e....pistons, skirts, exhaust ports.... Any help y'all might be able to offer would be greatly appreciated.
Re: diff between the ls1 and the ls6 2001-02 LS1s also have the LS6 intake on them.
The bigger MAF isn't worth any power over an LS1 MAF, they just incorporated the IAT (Inlet Air Temperature) sensor into the MAF on the larger one.
LS6 heads flow slightly better than LS1 heads, but tend to show their true potential on larger engines (382ci and bigger). Ported LS1 heads flow much better than stock LS6 heads. LS6 heads also have smaller chambers and provide higher compression ratio. Stock LS6 heads also have hollow, filled valves and are lighter than stock LS1 valves. Slightly better valvesprings also, in order to keep up with the more aggressive camshaft and higher shift points.
LS6 has a more aggressive camshaft, especially the '02 LS6. Higher lift, a bit more duration than the somewhat mild LS1 camshaft.
Only difference between the blocks is that the LS6 has air ports drilled between the mains, supposedly to allow air crankcase pressure to move easier inside between mains. Nothing really important. LS1 blocks are a bit more forgiving to resleeve, and are cheaper to find.
LS6 pistons are a bit different that LS1, but nothing too signifigant.
-Tony
The bigger MAF isn't worth any power over an LS1 MAF, they just incorporated the IAT (Inlet Air Temperature) sensor into the MAF on the larger one.
LS6 heads flow slightly better than LS1 heads, but tend to show their true potential on larger engines (382ci and bigger). Ported LS1 heads flow much better than stock LS6 heads. LS6 heads also have smaller chambers and provide higher compression ratio. Stock LS6 heads also have hollow, filled valves and are lighter than stock LS1 valves. Slightly better valvesprings also, in order to keep up with the more aggressive camshaft and higher shift points.
LS6 has a more aggressive camshaft, especially the '02 LS6. Higher lift, a bit more duration than the somewhat mild LS1 camshaft.
Only difference between the blocks is that the LS6 has air ports drilled between the mains, supposedly to allow air crankcase pressure to move easier inside between mains. Nothing really important. LS1 blocks are a bit more forgiving to resleeve, and are cheaper to find.
LS6 pistons are a bit different that LS1, but nothing too signifigant.
-Tony
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From: SW Florida
Re: diff between the ls1 and the ls6 Tony...
Why do you suppose these guys with ZO6 Vettes are dynoing so high.
I say this because if you take a stock f-body and just replace the cam with a 2002 LS6 cam, add an LS6 intake, and port/mill the heads, the f-body still falls well short of the 2003 404 HP ZO6 on the dyno.
The only f-bodys getting over 400 rwhp on the dyno like the 2003 405 HP ZO6 are cars with much bigger cams and headers without cats (to include a good set of heads)
Ron,
Why do you suppose these guys with ZO6 Vettes are dynoing so high.
I say this because if you take a stock f-body and just replace the cam with a 2002 LS6 cam, add an LS6 intake, and port/mill the heads, the f-body still falls well short of the 2003 404 HP ZO6 on the dyno.
The only f-bodys getting over 400 rwhp on the dyno like the 2003 405 HP ZO6 are cars with much bigger cams and headers without cats (to include a good set of heads)
Ron,
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From: AustinTexas
Re: diff between the ls1 and the ls6 are you sure that the LS6 costs around 8 grand? i could be wrong but i heard that the LS1 and the LS6 costs 6 grand each because they are both 346 cubic inches?
Re: diff between the ls1 and the ls6 Kimchee and Rice...
Are you sure that the 404hp that you are talking about is RWHP??? I have seen some dynos on the 02 Z06 with a few mods that are only pulling around 360RWHP! <img border="0" title="" alt="[Confused]" src="images/icons/confused.gif" />
Are you sure that the 404hp that you are talking about is RWHP??? I have seen some dynos on the 02 Z06 with a few mods that are only pulling around 360RWHP! <img border="0" title="" alt="[Confused]" src="images/icons/confused.gif" />
I can shift faster than you.
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From: Baton Rouge, LA
Re: diff between the ls1 and the ls6 </font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by Kimchee and Rice:
<strong>That was a typo. I mean 405 HP.
What I understand is the 2003 405 HP ZO6 Vettes are in fact dynoing above 400 rwhp.
Someone correct me if I am wrong here.</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">In stock form, most are dynoing around 355-360rwhp. They do respond very well to bolt-ons, just like the LS1.
<strong>That was a typo. I mean 405 HP.
What I understand is the 2003 405 HP ZO6 Vettes are in fact dynoing above 400 rwhp.
Someone correct me if I am wrong here.</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">In stock form, most are dynoing around 355-360rwhp. They do respond very well to bolt-ons, just like the LS1.
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From: Texas
Re: diff between the ls1 and the ls6 Here is a good article on the difference in an LS6 and an LS1... There are plenty starting with the basic block itself....
LS1 and LS6 differences
The Z06 puts down about 405HP at the crank. RWHP is around 350-360 corrected. My actual HP on a cool day is about 377 which correlates to about 430 at the crank.
The only issue with an LS6 MAF out of a 2002 is that some folks have had issues with it whne switching to a free flowing air box. Since there are no screens to smooth out airflow, some intakes have actually shown a HP drop because turbulence caused the MAF to read incorrectly.
LS6 heads have better potential than LS1 heads. A fully ported set of LS1 heads will outflow a set of LS6s that are stock. The LS6 is basically Chevy's way of fixing issues with the original LS1 design. Thing that they have found in testing which should have been there all along.
Things like the PCV system, the intake, the block ventilation system, etc...
I agree that 8K for a new Z06 motor is a bit steep. I think you might wish to shop around a bit. But if it is going in a truck, I think your best bet is to get a 6.0L motor out a truck. Use the 6.0L heads which are nearly as good as a Z06 head. They have a large chamber, so your Procharger should work well with them. I think you could score one much cheaper than an LS6. You alos have a much bigger engine to start with.
If it is going in a truck the two things you need are durability and Torque. I think the Iron block with a supercharger is a much better option than a Camaro or Vette motor. But that is just me...
LS1 and LS6 differences
The Z06 puts down about 405HP at the crank. RWHP is around 350-360 corrected. My actual HP on a cool day is about 377 which correlates to about 430 at the crank.
The only issue with an LS6 MAF out of a 2002 is that some folks have had issues with it whne switching to a free flowing air box. Since there are no screens to smooth out airflow, some intakes have actually shown a HP drop because turbulence caused the MAF to read incorrectly.
LS6 heads have better potential than LS1 heads. A fully ported set of LS1 heads will outflow a set of LS6s that are stock. The LS6 is basically Chevy's way of fixing issues with the original LS1 design. Thing that they have found in testing which should have been there all along.
Things like the PCV system, the intake, the block ventilation system, etc...
I agree that 8K for a new Z06 motor is a bit steep. I think you might wish to shop around a bit. But if it is going in a truck, I think your best bet is to get a 6.0L motor out a truck. Use the 6.0L heads which are nearly as good as a Z06 head. They have a large chamber, so your Procharger should work well with them. I think you could score one much cheaper than an LS6. You alos have a much bigger engine to start with.
If it is going in a truck the two things you need are durability and Torque. I think the Iron block with a supercharger is a much better option than a Camaro or Vette motor. But that is just me...
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Re: diff between the ls1 and the ls6 </font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by 99Z284MAC:
<strong>WHEN I WAS GETTIN MY 99Z DYNOED THERE WAS A 2002 Z06 THAT ONLY PUT 349 RWHP, THAT WAS AT WOODBRIDGE DYNO TECH. COULD THAT BE RIGHT OR BAD NUMBERS</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">technically, that could be right, but it does sound a little low
<strong>WHEN I WAS GETTIN MY 99Z DYNOED THERE WAS A 2002 Z06 THAT ONLY PUT 349 RWHP, THAT WAS AT WOODBRIDGE DYNO TECH. COULD THAT BE RIGHT OR BAD NUMBERS</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">technically, that could be right, but it does sound a little low
Re: diff between the ls1 and the ls6 I have a complete 6.0L truck engine with the aluminum heads for $1900, if you have any interest just email or call. 270 782-6397 I also have a buddy that has a 2001 Z06 engine that can be had for probably $3000, heads to oil pan, no intake.
