About to buy Ls1 but have questions

[smartass12]

Im about to pull the trigger on (what i have been told) is a 2002 ls1 out of a camero ss with 64,000 miles, 241 heads, and ls6 intake (said that is how it cam stock). He is asking 3200 for complete with auto trans. I have no way of verifying milage because it is out of the car, so what should i be looking for? And do you guys think this is a good deal? Thanks for any help, i searched but didnt find an answer that made me feel comfortable.

[68GMCCustom]

Well the block will be aluminum vs cast iron. Getting a combo eng/trans from a f-body is one of the most expensive routes you can go. That said...$3200 for an LS1 combo pkg sounds about normal for retail?
If you need the aluminum motor for weight or something thats one thing....but I'm guessing you could get a pretty nice cast iron 6.0L (LQ4/LQ9) and trans for that price. Or step down to a 5.3 and you could get a fairly new one (under 6yrs), with under 40k mi or so (I'm guessing).

[smartass12]

Originally Posted by 68GMCCustom

Well the block will be aluminum vs cast iron. Getting a combo eng/trans from a f-body is one of the most expensive routes you can go. That said...$3200 for an LS1 combo pkg sounds about normal for retail?
If you need the aluminum motor for weight or something thats one thing....but I'm guessing you could get a pretty nice cast iron 6.0L (LQ4/LQ9) and trans for that price. Or step down to a 5.3 and you could get a fairly new one (under 6yrs), with under 40k mi or so (I'm guessing).

Great info, really appreciate it. The guy just contacted me and said he has already sold it before I could call back.
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[Mr. 250r]

the ls6 intake part is right they came on ls1 motors in 2001 and 2002 im pretty sure

[BR3W CITY]

its for the best, there are SO many options now with all the truck motors and even the Ls2/3/6/7, its hard to spend the big $$ on ls1's anymore. Plus, those ls1's had some issues with blowing oil, ring problems, wrist pin issues, and most have been run hard being in fbody's and vettes/

[smartass12]

Originally Posted by BR3W CITY

its for the best, there are SO many options now with all the truck motors and even the Ls2/3/6/7, its hard to spend the big $$ on ls1's anymore. Plus, those ls1's had some issues with blowing oil, ring problems, wrist pin issues, and most have been run hard being in fbody's and vettes/

Makes sence..I guess i just like to look of the fbodys ls1...but i guess if i keep throwing money at it i can get it looking that way

[paul mora]

La Craigslist has a big list from that guy we talked about.
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[smartass12]

Originally Posted by paul mora

La Craigslist has a big list from that guy we talked about.
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Im just so hell bent on an fbody ls1 and he doesnt have any. I might have to get over it.

[68GMCCustom]

Maybe an LS3...or even a LS2.......but not an LS1. Paying extra for less.
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[smartass12]

Originally Posted by 68GMCCustom

Maybe an LS3...or even a LS2.......but not an LS1. Paying extra for less.
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If i could find one for that price...ive been looking..ls3 is a bunch more

[Mr. 250r]

Why do you want the ls1 so bad? As far as the ls2 or ls3 i would skip the ls3 as its too much unless you get a good deal or maybe you could wait for the Gen V motors coming out in 2013 the 5.5l making a supposed 440hp which is just a little more than the ls3's 6.2 currently makes

My opinion is go with a truck lq4 6.0 because they are the cheapest and have the 4.00in bore then install an lsx rt manifold its just like a much taller looking version of an ls1 but at a high price

[68GMCCustom]

IMHO....
If you don't need the power....get either a 4.8L or 5.3L truck motor...a 2001 or up

If you want the most bang for the buck....a 6.0L truck motor is the way to go.

If moneys no object: LS1, LQ9, LS2, LS3, L92, LY6, and of course...LS7, LSA, and LS9.


some related reading:

The Generation III V-8 engines (It should be noted that Buick, Olds and Pontiac all had small block engines, that for some unknown reason GM fails to count in it's "generation" numbers) that replaced the Gen II-LT family in 1997 and Gen I completely by 2003. Like the previous two generations, the gen III/IV can be found in many different brands. The engine blocks were cast in aluminum for car applications, and iron for most truck applications (notable exceptions include the Chevrolet TrailBlazer SS, Chevrolet SSR and a limited run of Chevrolet/GMC Extended Cab Standard Box Z71 Trucks). The architecture of the LS series makes for an extremely strong engine block with the aluminum engines being nearly as strong as the iron generation I and II engines and with the iron LS engines far exceeding the capabilities of the previous two generations. The LS engine also introduced coil-near-plug ignition to replace the distributor setup of all previous small-block based engines. The traditional five-bolt pentagonal cylinder head pattern was replaced with a square four-bolt design, and the pistons are of the flat-topped variety (in the LS1, LS2, LS3, LS6, LS7, LQ9 and L33), while all other variants, including the new LS9 received a dished version of the GM hypereutectic piston. The cylinder firing order was changed to 1-8-7-2-6-5-4-3, so that the LS series now corresponds to the firing pattern of other modern V8 engines (for example the Ford Modular V8).

3.898 in bore blocks (1997–2005)

The first of the Generation IIIs, the LS1 was the progenitor of the new architecture design that would transform the entire Chevy V8 line and influence the last of the Big Blocks.
5.7 L
GM LS1 engine from the Chevrolet Camaro
GM LS1 engine from the Chevrolet Corvette C5

The Generation III 5.7 L shares little other than similar displacement, external dimensions, and rod bearings, with its predecessor (LT1). It is an all-aluminum 5,665 cc (5.665 L; 345.7 cu in) pushrod engine with a bore of 3.898 in (99.0 mm) and a stroke of 3.62 in (92 mm).[1]

LS1

When introduced in the 1997 Corvette the LS1 was rated at 345 hp (257 kW) at 5,600 rpm and 350 lbf·ft (470 N·m) at 4,400 rpm. After improvements to the intake and exhaust manifolds in 2001 the rating improved to 350 hp (260 kW) and 365 lbf·ft (495 N·m).[2] The LS1 was used in the Corvette from 97-04. It was also used in 98-02 GM F-Body (Camaro & Trans Am) cars with a rating of 305–325+ HP, which was rumored to be conservative. The extra horsepower was claimed to come from the intake ram-air effect available in the SS and WS6 models. In Australia, continuous modifications were made to the LS1 engine throughout its lifetime, reaching 382 bhp (285 kW) in the HSV's YII series, and a Callaway modified version named "C4B" was fitted to HSV GTS models producing 402 bhp (300 kW).

LS6

The LS6 designation was also used on a 454 CID Chevrolet Big-Block engine of the 1970s, as well as an iteration of the GM Iron Duke engine from the late 1970s

The LS6 is a higher-output version of GM's LS1 engine and retains the same capacity. The initial 2001 LS6 produced 385 bhp (287 kW) and 385 lbf·ft (522 N·m), but the engine was modified for 2002 through 2004 to produce 405 bhp (302 kW) and 400 lbf·ft (540 N·m) of torque. The LS6 was originally only used in the high-performance C5 Corvette Z06 model, with the Cadillac CTS V-Series getting the 400 bhp (300 kW) engine later. The V-Series used the LS6 for two years before being replaced by the LS2 in 2006. For 2006, the Z06 replaced the LS6 with the new LS7. The LS6 shares its basic block architecture with the GM LS1 engine, but other changes were made to the design such as windows cast into the block between cylinders, improved main web strength and bay to bay breathing, an intake manifold and MAF-sensor with higher flow, a camshaft with higher lift and more duration, a higher compression ratio of 10.5:1, sodium filled valves, and a revised oiling system better suited to high lateral acceleration.[3] LS6 intake manifolds were also used on all 2001–2002 LS1 engines. The casting number, located on the top rear edge of the block, is 12561168.


3.78 in bore blocks (1999–2007)

The 4.8 L and the 5.3 L are smaller truck versions of the LS1 and were designed to replace the 305 and the 350 in trucks. Both the 4.8 L and the 5.3 L share the same engine block and heads. Although the block of the 4.8 L/5.3L looks similar to the LS1, they are not the same.
4.8 L

The Vortec 4800 LR4 is a small block V8 truck engine. Displacement is 4.8 L (290 cu in) with a 96.01 mm bore and 83 mm stroke. It is the smallest of the Generation III Vortec truck engines and was the replacement for the 5.0 L 5000 L30. The Vortec 4800 produces 270 horsepower (200 kW) to 295 horsepower (220 kW) and 285 lbf·ft (386 N·m) to 305 lbf·ft (414 N·m), depending on the model year and application.
5.3 L

The Vortec 5300 is a V8 truck engine. It is a stroked (by 9 mm) version of the Vortec 4800 and replaced the 5700 L31. Power output is 285-315 hp (223-239 kW) and torque is 335 lbf·ft (454 N·m) to 350 lbf·ft (470 N·m). Displacement is 5.3 L (5,328 cc (325.1 cu in)) from 96.01 mm bore and 92.00 mm stroke.
4.00 in bore blocks (1999–2007)

The 6.0 L is a larger truck version of the LS1, with the exception that the blocks were cast of iron, and was designed to bridge the gap between the new small blocks and big blocks in truck applications. There were two version of this engine: the LQ4 and the LQ9, the latter being more performance oriented. Although the block of the 6.0L looks similar to the LS1, they are iron instead of aluminum.
6.0 L

The Vortec 6000 is a V8 truck engine. Displacement is 6.00 L (366 cu in) from 101.6 mm bore and 92 mm stroke. It is an iron/aluminum (1999 & 2000 model year engines had cast iron heads) design and produces 300 horsepower (220 kW) to 345 horsepower (257 kW) and 360 lbf·ft (490 N·m) to 380 lbf·ft (520 N·m).
Generation IV (2005–current)

In 2005, the Generation III was superseded by the Generation IV. This category of engines has provisions for high-displacement ranges up to 7,011 cc (7.011 L; 427.8 cu in) and power output to 638 bhp (476 kW). Based on the Generation III design, Generation IV was designed with displacement on demand in mind, a technology that allows 4 cylinders in alternating fashion from side to side and front to back to be deactivated. It can also accommodate variable valve timing.

A 3-valve per cylinder design was originally slated for the LS7, which would have been a first for a GM pushrod engine; but the idea was shelved owing to design complexities and when the same two-valve configuration as the other Generation III and IV engines proved to be sufficient to meet the goals for the LS7.
4.00 in bore blocks (2005–present)

This family of blocks were the first of the generation IV small block with the LS2 being the progenitor of this family and generation. This family of blocks has seen a wide range of applications from performance vehicles to truck usage.
6.0 L

LS2

LS2 can also refer to the 1973–1973 Super Duty 455 CID Pontiac V8 engine
LS2 can also refer to the 1985 Oldsmobile Diesel V6 engine.

GM LS2 engine in a 2005 Chevrolet Corvette

The LS2 was introduced as the Corvette's new base engine for the 2005 model year. It also appeared as the standard powerplant for the 2005–2006 GTO. It produces 400 bhp (300 kW) at 6000 rpm and 400 lb·ft (542 N·m) at 4400 rpm from a slightly larger displacement of 5,967 cc (5.967 L; 364.1 cu in). It is similar to the high-performance LS6, but with improved torque throughout the rpm range. The LS2 uses the "243" casting heads used on the LS6 (although without the sodium filled valves), a smaller camshaft, and an additional 18 cubic inches. The compression of the LS2 was also raised to 10.9:1 compared to the LS1s 10.25:1 and the LS6s 10.5:1. The LS2s in the E-series HSVs are modified in Australia to produce 412 bhp (307 kW) and 412 lbft . The LS2s in the Chevrolet Trailblazer SS and the Saab 9-7X Aero are rated at 395 bhp (295 kW) (2006–2007) or 390 bhp (290 kW) (2008–2009) and 400 lb·ft (542 N·m) of torque due to a different (sometimes referred to as a "truck") intake manifold that produces more torque at lower RPMs.

The LS2 is also used as the basis of the NASCAR Specification Engine that is used as an optional engine in NASCAR's Camping World Series East and West divisions starting in 2006, and starting in 2010 may also be used on tracks shorter than two kilometers (1.25 miles) in the Camping World Truck Series.[4]

[smartass12]

I love this sight....thanks for all the great info...I guess its time to switch gears...All the points you guys make are what i needed to hear..

[paul mora]

Be sure to let us know what you end up buying after read this I am happy with my LQ 9
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[68jewel]

Or you could buy mine. Check it out.>>>> http://67-72chevytrucks.com/vboard/s...6.0+iron+block

Give me a call. You never know!! A closed mouth doesn't get fed. I want this gone and best of all, screw a 40k-60k motor when you can have one brand, spanking new for a weeee bit more money. And this one has the best of parts and will haul a$$.

[smartass12]

Originally Posted by 68jewel

Or you could buy mine. Check it out.>>>> http://67-72chevytrucks.com/vboard/s...6.0+iron+block

Give me a call. You never know!! A closed mouth doesn't get fed. I want this gone and best of all, screw a 40k-60k motor when you can have one brand, spanking new for a weeee bit more money. And this one has the best of parts and will haul a$$.

Just a weeee bit more....Nice motor, wish i had the coin..Good luck with the sale

[68jewel]

Originally Posted by smartass12

Just a weeee bit more....Nice motor, wish i had the coin..Good luck with the sale

Trust me when I say "weeee" I mean a "WEEEEE" bit!! It doesnt hurt to talk to me. this could be the steal of a lifetime. I need this gone. Trust me bro call me. It not about the money with me. I can get my LS7 right now. But, it doesn't benefit me to waste this motor by having it sitting around. I have 4 LS motors. So, it needs to be gone and it helps to recoup some of the cost of my LS7. You said you have $3200. I can work with you for that "weee" bit more I'm asking for and it's not the $5800 I have listed.

[smartass12]

Originally Posted by 68jewel

Trust me when I say "weeee" I mean a "WEEEEE" bit!! It doesnt hurt to talk to me. this could be the steal of a lifetime. I need this gone. Trust me bro call me. It not about the money with me. I can get my LS7 right now. But, it doesn't benefit me to waste this motor by having it sitting around. I have 4 LS motors. So, it needs to be gone and it helps to recoup some of the cost of my LS7. You said you have $3200. I can work with you for that "weee" bit more I'm asking for and it's not the $5800 I have listed.

Even if you gave me a great deal...after all the additional items i will need to purchase it will be way out of my wheel house. I appreciate you trying to help though.