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BLOCK: So, is it a 2-bolt or 4-bolt main? Neither, it has six. The new block is 50 pounds lighter than the old 2nd generation block. The LS1 is made out of aluminum alloy that prevents corrosion and porosity better than ever. The new block features less noise, vibration, emissions, and better fuel economy.

INTAKE MANIFOLD: What? It’s made out of plastic? Actually, it’s made out of nylon. It won’t melt. It’s okay. The entire assembly shown below is pre-assembled by an outside company and added to the Camaro at the plant.

Pic of intake manifold with throttle body, fuel rails, and injectors.

HEADS: The less valve angle; the better. How about 15 degrees? Less than most racing modified small blocks in Nascar ever had. The famous small blocks of the past had around 23 degrees valve angle in stock form. The new heads are the most important part of this engine. They are reliable, intelligently designed and race-worthy.

PUSHRODS: Pushrods are cheaper, more reliable and produce flatter curves on the dyno. That means you pay less for more. Why go DOHC? Compare the base price of a Z-28 camaro ($26k) with almost any V-6 DOHC ($25-30k) technology car in the market. Don’t forget the Camaro plants 100 more ft/lbs to the pavement. Honestly, I cannot afford an Accord.

IGNITION: So many reasons for shorter plug wires. Each cylinder has its own coil and a short plug wire connects to each spark plug. Even my girlfriend’s LS Sport Coupe Cavalier has this technology.

This new engine fires 1-8-7-2-6-5-4-3. We’ll have to re-learn.

REVERSED REVERSE COOLANT FLOW: The Gen II had reversed flow cooling to compensate for the higher compression ratio, which caused pre-detonation. Lower (10:1) compression in the LS1 erases the need for the flow reversal. By the way, it STILL makes more power.

Most amazingly, this engine puts out more HP than any production small block Chevy ever, and it still passes today’s tough emissions and fuel economy standards.