#Chevrolet Camaro SS LS3 2010-2015

[vividracing]

New Post has been published on https://www.vividracing.com/blog/camaro-ls3-magnuson-supercharger/

Camaro LS3 Gets Huge Power Gains With Magnuson Supercharger

The fifth-gen Camaro comes equipped with either an LS3 Manual or an L99 Automatic engine. What makes the LS3 and L99 outstanding is that these engines can produce impressive horsepower (422HP and 400HP respectively). They also respond well to upgrades like superchargers, intake systems, and high-flow cylinder heads. This is why you would be pleased to hear about the new supercharger system from Magnuson Supercharger which in testing added over 175 horsepower and more than 141 lb-ft of torque to a stock 2011 Camaro SS at 7 pounds of boost, with huge improvements across the entire RPM band. This new supercharger, Magnuson Magnum TVS2650 Supercharger System Chevrolet Camaro LS3/L99 2010-2015 is available in our shop for just $8,895.

Magnuson Superchargers builds the world’s most popular aftermarket Eaton TVS superchargers and their latest Magnuson Magnum TVS2650 Supercharger System for Chevrolet Camaro LS3/L99 2010-2015 is the gold standard for performance. The system sets the gold standard for design and performance, as it is built from a clean sheet design, taking the best elements from successful Radix, Heartbeat, and Magnum DI systems. We mentioned earlier that the system adds over 175 horsepower and more than 141 lb-ft of torque which is a usable power you can feel on the track and the street. That’s a horsepower performance increase of more than 42% and a massive 30% increase in torque. Apart from the big boost, and horsepower, the Magnuson Magnum TVS2650 Supercharger System for Chevrolet Camaro LS3/L99 2010-2015 is designed for volume, maximum airflow, unrestricted inlets, and optimized charge air coolers.

Features:

Adds over 175 horsepower and more than 141 lb-ft of torque to a stock 2011 Camaro SS at 7psi, with huge improvements across the entire RPM band

Magnuson Magnum TVS2650 Supercharger System designed specifically for the fifth-generation Camaro

Eaton TVS2650 high-helix rotor technology provides optimum efficiency across the entire rpm band

Optimized inlet porting using Magnuson’s patented dynamic flow technology (DFT)

Unrestricted discharge port opens to a large plenum for maximum flow & distribution across the intercooler

Custom fabricated intercooler for ultra-efficient post-supercharger air cooling

Bolt-on pulleys allow for quick and easy changes to control boost across multiple applications

Cartridge style drive design for ultimate flexibility to accommodate differing drive offsets

Designed to fit under the stock hood of the LS3 Camaro

CNC-machined ports for optimized airflow into engine cylinders.

Vacuum bypass system with instantaneous boost response designed to unload supercharger at engine idle and part-throttle for improved fuel economy. Intercooled bypass air is recirculated through the supercharger for rapid cooldown and ultimate performance.

Proven maintenance-free supercharger technology. No added complexity of external supercharger oil coolers/heaters for extreme climates.

Includes handheld tuner device, calibration, and detailed step-by-step instructions for a seamless installation experience.

Standard 3-year/36,000-mile limited Supercharger System Warranty.

If you are still not sold on the new Camaro Magnum supercharger system, maybe knowing this next thing will help. The beauty of 2650 is that this system doesn’t compromise anything for those running on stock powertrains and stock vehicles. That means that not only does the Magnum system perform efficiently on a stock LS3/L99 Camaro, but it also leaves room for more boost, more power, and even more fun down the line. And on top of that, the company gives you a 3-year, 36,000-mile warranty. Impressive, right? Go ahead and grab it in the button below

Fitment:

Chevrolet Camaro SS LS3 2010-2015

Chevrolet Camaro SS L99 2010-2015

NOTE: Customers with 2011-15 Camaro SS 1LE vehicles will not be able to re-install the strut tower brace as it will not clear the supercharger lid.

[carbonfiberhoodscom]

ModeloDrive Carbon Fiber OER LS3 & L76 Engine Cover > Chevrolet Camaro SS 2010-2015 http://ift.tt/2FzrCWe

[itsworn]

Low and Mean 1972 Chevrolet Chevelle with Over 640 Horsepower

Over the years we’ve seen enough Chevelles to last several lifetimes. Like a lot of them, this one’s bagged but has a thoroughly modern engine and brandishes some of the biggest back tires known to man. It signifies a return to Pro Street but with a 21st century approach. It’s the brainchild of Nicolas Chauffe who practices his art in Breaux Bridge, Louisiana, west of New Orleans way deep in Cajun country.

When he was 8, Nic was doing brake jobs and oil changes in his pop’s garage. At first he hated it—saw it as encroachment on his freedom. He wanted to be outside playing with his pals. He reflected: “I’m happy that I was able to learn a trade that many don’t get a chance to even if they wanted.” His conscientiousness paid off early. Pops was overjoyed with his son’s vision, potential, and experience. He handed over the family 1966 C10 for Nic to tattoo.

“Any money I made doing odd jobs and at my after-school job working at a mom-and-pop auto parts store went straight into fixing up that C10,” said Nic. “By my senior year, I had the truck completed and painted. It was a great feeling to know that I built my own first vehicle and that no one gave it to me. I consider that to be one of the best lessons I ever learned, and that has helped me to succeed in life.”

His next move opened another universe. He sold the C10 and bought a 2010 Camaro. Its LS engine soon became his passion, so much so that he wanted to know everything he could about how to make them fearsome performers. For the next six years he worked as a tech in an LS performance shop. The Camaro got out of control, going from a mannerly ride to a supercharged, methanol-injected, forged bottom end bitch that went from one end of the track to the other in under 10 seconds, but after all that time and discovery “it just didn’t appeal to me as much as the old stuff always did. I sold it in 2015 and began searching for a ’72 Chevelle,” said Nic.

He found it in Virginia, and he and his dad went north after the coupe in a winter like they ain’t got in south Louisiana. Expectations rose when he saw that it was a true small-block Chevelle, no shiny numbers but the SS runes were clearly intact. As further proof, the factory buildsheet had been preserved. But Nicolas wouldn’t be sitting down to contemplate a stock automobile, no.

In 2005, the owner previous to the guy Nic dealt with had built it into a track-only tool bestowed with a Strange Engineering four-link conversion and 24-inch wheeltubs. It had a Reher-Morrison race-gas 509. Nicolas knew it wouldn’t work. “However,” he said, “the Chevelle wasn’t some hacked up race car. They’d taken a lot of care in assembly.

“The guy I bought it from was the second owner who’d already begun changing out the race car requirements to those of a street machine.” He’d put up a Painless loom and pressed sound deadener in all the right places. He’d cut out the Funny Car hoop as well as some of the ’cage stringers to make it easier to get in and out of. An ididit steering column went in. The race seats were replaced with Procar buckets.

“Back in Louisiana,” Nic said, “I removed the diagonal door bars and the bar behind the seat for faster access and more legroom. I replaced the race ’cage with a 10-point Chassis Engineering structure of 1 5/8-inch pipe. I removed the five-point harnesses and installed three-point safety belts instead, which were much more driver friendly. The next day I started building the 416 LS3. I bought a short-block assembly from Scoggin-Dickey. I’ve found that buying one ready to go is much quicker.” To complement the 416, Hard Head Race Engines in Lafayette ported the 821 castings as much as possible. Met’s Machine Shop, also in the neighborhood, skimmed the surface 0.020-inch to bring the static compression ratio to 11.5:1. Eventually, this foundation produced 640 horsepower.

Clearly, the stance and wheel/tire combination are critical because that’s what everybody sees, not what’s cloaked with metal. Nic made good use of the two-foot-wide tubs, filling them with real big M/T 31×18.00 Sportsman Radials.

Though friend and business partner Steven Garcia helped with the suspension and drivetrain, his most important contribution was the PPG custom blue mix and companion stripes flowing over the Harwood cowl hood and beyond.

Nic craved the appearance of the original interior layout but modified it smartly with a carbon-fiber dash insert popping with AutoMeter meters and a GPS feature so he’d always know exactly where he was even if he couldn’t see the sun. He built in some creature comfort around the Vintage Air HVAC and a well-stocked audio system with Bluetooth capability.

His favorite place that received the most thought and care was the engine compartment details. Next to its cleanliness, carbon-fiber accents in and about the engine bay and a fiber firewall cover tie the modern look all together.

As the sun sets, Nic imparts: “I’m always looking to making small changes and improvements as I go. Steve Garcia and I do custom LS swaps for other people’s muscle cars so we are always trying to give them a unique look and theme that fits the car’s personality, hiding the wiring, custom painting details, and we strive for a clean and simple space.”

Tech Check Owner Nicolas Chauffe, Breaux Bridge, Louisiana Vehicle 1972 Chevelle SS Engine Type LS3 Displacement 416 ci Compression Ratio 11.5:1 Bore 4.070 inches Stroke 4.000 inches Cylinder Heads GM 821 castings, 68cc combustion chambers, hand ported, surface milled 0.020-inch, 2.165/1.590 valves, LS9 gaskets Rotating Assembly Manley crankshaft, I-beam connecting rods, pistons (-2.8cc dish), rings and Clevite bearings Valvetrain OE 1.7:1 rocker arms, 7.4×5/16-inch pushrods, LS7 lifters, Brian Tooley Racing 0.660-inch lift springs, titanium keepers, IWIS timing chain Camshaft Cam Motion hydraulic (0.620/0.620-inch lift; 231/242-deg. duration at 0.050; 113-deg. LSA), Proform LSX rocker covers Induction Hand-ported Holley single-plane manifold, Holley Ultra 750 XP carb (810 cfm), Billet Specialties air cleaner, Holley HP 125-gph fuel pump, aluminum 15-gallon fuel tank Ignition Daytona Sensors SmartSpark, MSD primary wires Exhaust Ceramic-coated Hooker 1 3/4-inch primary pipes, 3-inch system, Flowmaster Super 44 mufflers Ancillaries SPAL fans, BeCool radiator, 200-amp one-wire alternator, accessory drive (Sanden compressor, Speedway alternator bracket, Katech tensioner, Dirty Dingo A/C bracket) Output (at the crank) 640 hp at 6,600 rpm, 570 lb-ft at 4,400 rpm Machine Work Scoggin-Dickey Performance Center (Lubbock, TX), Hard Head Race Engines, and Met’s Machine Shop (Lafayette, LA) Built By SDPC/Nicolas Chauffe Drivetrain Transmission Advanced Transmission Center (Lafayette, LA) Turbo 350, Jeg’s XD 3,500-stall converter, JW bellhousing, TCI flexplate Rear Axle Strange Engineering 9-inch, Strange spool, 3.89:1 gears, 35-spline axleshafts, USA Driveline (Scott, LA) steel prop shaft Chassis Front Suspension 2-inch drop spindles, RideTech control arms and air springs, ShockWave dampers, Chassis Engineering mild steel 10-point rollcage Rear Suspension Chassis Engineering four-link and Panhard bar, Fox dampers, RideTech ShockWave dampers, 24-inch wheeltubs Brakes Wilwood 11-inch discs, four-piston calipers, Wilwood master cylinder and proportioning valve Wheels & Tires Wheels American Racing Torq-Thrust II 18×7 front, 20×15 rear Tires Mickey Thompson Sportsman S/R 26×8.00 front, 31×18.00 rear Interior Upholstery Scat Procar Material Vinyl Seats Procar, GM three-point safety belts Steering Vega box, ididit tilt column, Forever Sharp Muscle wheel Dash Stock with Anvil Auto carbon-fiber insert Instrumentation AutoMeter Ultra-Lite Audio Jensen Bluetooth head unit, Jensen 6-inch speakers HVAC Vintage Air Exterior Bodywork Unknown (but finished by Nicolas Chauffe) Paint By Steven Garcia (Breaux Bridge, LA) Paint PPG custom blue mix Hood Harwood Grille SS Bumpers OE

Photos by Grant Cox

The post Low and Mean 1972 Chevrolet Chevelle with Over 640 Horsepower appeared first on Hot Rod Network.

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[vividracing]

New Post has been published on https://www.vividracing.com/blog/are-magnuson-superchargers-50-state-carb-emissons-legal/

Are Magnuson Superchargers 50 State Carb/Emissons Legal?

Magnuson Superchargers is a brand known for its strings of good news when it comes to their release of superchargers for different vehicles. And recently, that good news has been directed to the owners of the LS or LT-powered Corvette, Camaro, or CTS-V, with their release of the Magnuson Magnum Performance Series Supercharger System for the C7 Corvette, 5th and 6th Gen Camaro, and CTS-V. If you own these vehicles you should be thrilled right now, as this system comes complete with calibration, and it guarantees massive power gain (up to 175 hp and 141 lb-ft to a stock 5th Gen Camaro), and on top of that it is NOW EMISSIONS LEGAL IN ALL 50 STATES! 

Get ready to feel the difference on the track and on the streets with the Magnum TVS2650 Supercharger, a supercharger system designed for volume, maximum airflow, unrestricted inlets, optimized charge air coolers, a system capable of big boost, and horsepower while being efficient across all engine speeds. You should worry about the quality of the system, as Magnuson uses the highest quality components in manufacturing their supercharger kits, once bought, you will find everything you need to supercharge your Camaro in the kit, right down to detailed step-by-step installation instructions

C7 Corvette:

Magnuson Magnum DI Supercharger System (Dry Sump Only) Corvette C7 6.2L LT1 2014-2019

Made specifically for the 2014-2019 Corvette C7 6.2L LT1, this system is not only the perfect fit but will also give your engine an incredible 28% boost in horsepower resulting in 588 hp and 600 ft-lbs at the crank.

2.  Magnuson Magnum Di TVS2650R Supercharger w/ Fit Kit (No Calibration) Chevrolet Corvette Z06 LT4 2014-2019  

Made to fit both the Chevrolet Corvette C7 2017-2023 and the Chevrolet Corvette Z06 LT4 Engines 14-19, this system guarantees a 30% increase in airflow and it is also designed to replace the factory supercharger or previously installed TVS2300 upgrade

6th Gen Camaro and LT4 CTS-V:

1. TVS2650R Magnum LT1 Camaro Supercharger System

Made perfectly for the Chevrolet Camaro 6.2L LT1 2016-2022, this system features two massive charge air coolers which provide maximum cooling capability, and it guarantees a 28% boost in horsepower resulting in 588 hp and 600 ft-lbs at the crank

2. Magnuson Magnum Supercharger System TVS2650 Cadillac CTS-V LSA|Camaro 2009-2015

Manufactured to perfectly match the Cadillac CTS-V LSA 2009-2014, and the Chevrolet Camaro ZL1 2012-2015, this supercharger system is designed to push the limit and set the standard when it comes to performance.

5th Gen Camaro and LSA CTS-V

1. Magnuson Magnum TVS2650 Supercharger System Chevrolet Camaro LS3/L99 2010-2015

Guaranteed to add up to 175 horsepower and more than 141 lb-ft of torque to a stock 2011 Camaro SS, this system is a not to miss update for car enthusiasts in need of more power. Designed to perfectly fit your fifth-generation Camaro SS, using either an LS3 or L99 engine combination, this system was designed with features that will optimize performance gains for your ride

2.  Magnuson Magnum Supercharger System TVS2650 Cadillac CTS-V LSA|Camaro 2009-2015 

This system is a perfect match for the Cadillac CTS-V LSA 2009-2014, and Chevrolet Camaro ZL1 2012-2015. Guaranteed to add up to 69 horsepower and more than 59 lb-ft of torque to a stock 2009 CTS-V, this system will change the LSA-powered second-generation Cadillac CTS-V in a way that will bring you joy.

If you have any questions about superchargers or if you need a new system for your Corvette, please do not hesitate to contact us. You can reach us by phone at 1-480-966-3040 or via email at sales@vividracing.com.

[itsworn]

History of the LS Engine and Cylinder Head Casting Number Spotter’s Guide: LS1, LS6, LS2, LS3, LS4, L99, LS7, LSA, LS9, LQ9, LQ4, L92, L94

Back in the early 1990s the Gen II LT1 and LT4 engines powered GM’s hottest performance cars, but GM read the tea leaves and knew that this platform would not be able to get them where they would eventually need to be in terms of emissions, CAFE standards, or even performance. A new V-8 was needed and in 1993 work began on what would eventually be labeled the LS1. Replicating the success of the original small-block was a huge undertaking, GM kept the basic structure of a single cam pushrod V-8, but nearly everything else was reworked from the deep skirt block to the firing order. A coil-near-plug arrangement replaced the trouble prone Opti-Spark and to save weight the blocks would be cast aluminum with iron sleeves. The new LS1 displaced 5.7 liters, which pencils out to 346 cubic inches, very close to the 350-inch engines they were slated to replace.

The LS1 debuted in the 1997 Corvette and moved to the Camaro in 1998. In 1999, different versions of the LS design, such as iron blocks with varying displacements, started showing up in trucks and SUVs. Over 18 years of production GM came up with many variants suited for different applications, and the best part for those of us in the hot rodding world is that, for the most part, all the various iterations of the LS platform play well with each other in terms of parts interchangeability. Want to bolt the front drive system of an LS1 Camaro to the front of an LS3? No problem. Toss LS3 heads onto an LS2 block? Yep, you can do that to so long as you have the right intake manifold. A lot of this is possible due to the similarities shared across the LS line over the years. Some of these similarities include:

* 4.40-inch bore centers (same as previous small-blocks)

* Six-bolt, cross-bolted main bearing caps

* Center main thrust bearing

* 9.24-inch deck height

* Four-bolt-per-cylinder head bolt pattern

* 0.842-inch lifter bores

* Coil-near-plug ignition system (no distributor)

* Common bolt patterns for items like the timing cover, rear cover, oil pan, front engine accessory drive systems, and valve covers (except the early perimeter bolt heads)

The new firing order of 1-8-7-2-6-5-4-3 gave the LS1 a unique sound compared to its Gen I and Gen II cousins, and the overall size was kept close to that of a Gen I small-block making it easy to swap into almost anything. The LS1 debuted with 3.89-inch bores, a 3.62-inch stroke, hypereutectic aluminum flat-top pistons, a nodular iron crank, and 6.089-inch powdered metal rods. For the most part, this formula was carried forward through the Gen III and Gen IV engines with the exception of some of the higher performance engines. Let’s take a look at the LS engines you’re most likely to come across out there.

The LS1 (5.7L, 346ci) was the engine that started it all and was given the Gen III designation. Introduced in the 1997 Corvette and moving to the Camaro/Firebird in 1998, it was a huge departure from the previous LT1 (Gen II) powerplant and included features such as a deep skirt block, coil-near-plug ignition, and an aluminum block. For the Camaro the LS1 was rated at 305 hp and came in 95 pounds lighter than the LT1 it replaced. 1997-’98 Corvettes and 1998 Camaros had less-desirable perimeter-bolt valve cover heads. 1999 saw a move to a center-bolt design (241 casting) that was carried on through all subsequent LS variants. Around 2002, some of the LS1 engines started receiving the improved LS6 parts such as the intake manifold, heads, and stronger block. The 2004 GTO also fielded the LS1 (350 hp).

The LS6 (5.7L, 346ci) was an improved version of the LS1 and designed for the 2001 Corvette Z06 with an advertised output of 385 hp (in 2002 power ticked up to 405 hp). Manufactured through 2005, it also found its way into the Cadillac CTS-V. While it shares displacement with the LS1, it features a revised block with improved bay-to-bay breathing, greater strength, higher compression, revised pistons, and other small tweaks. The LS6 also received better (243 castings) heads, a slightly more aggressive cam, and a much improved intake manifold. The LS6 cam is the most aggressive cam GM put out for cathedral port headed LS engines.

The LS2 (6.0L, 364ci) was a large evolution of the platform and was given a Gen IV designation. The LS2 debuted in 2005 in the Corvette (400 hp), GTO (350 hp), and the concept-car-inspired SSR (390 hp). It also found its way into the Trailblazer SS (395 hp) and the Holden sourced 2008 Pontiac G8 GT (361 hp). Early LS2 engines had 24x reluctor wheels and 1x cam sprockets while later ones transitioned to the 58x reluctor and 4x cam sprocket arrangement. The increased displacement meant more power and the increased bore meant it works with LS1/LS6 heads as well as the newer LS3/L92 versions. Depending on the year and platform, the LS2 could have come with either head. While there were vast differences between the Gen II V-8 and the Gen III V-8, the differences between Gen III and Gen IV engines are nearly unnoticeable at first glance. Provisions for active fuel management were added to most of the blocks and the bore size increased to 4.000 inches. Sensors also moved around and changed a bit. For example, the cam sensor moved from behind the intake to the front timing cover and the crank sensor changed from black (24x) to grey (58x). Due to the long cylinder sleeves LS2 blocks are great for stroking, a 4.000-inch crank will make a 408.

The LS3 (6.2L, 376ci) hit the market in 2008 in the new C6 Corvette and really ratcheted up the performance with the power output jumping to 430 horsepower! More strength was added to the LS3 block (which helped handle the power from the supercharged LS9 for the ZR1 Vette). The Pontiac G8 GXP also received the LS3 (415 hp). In 2010, the relaunched Camaro SS got the LS3 (426 hp) in the manual-equipped cars and an L99 (400 hp) version with Active Fuel Management (cylinder deactivation). The increased displacement was due to a bump in bore size to 4.065 inches. Add a 4.000-inch stroke and end up with a 415ci mill.

The LS4 (5.3L, 327ci) is fairly uncommon to come across. It’s centered around a 5.3L block, like the trucks, but one that’s made from aluminum instead of the far more common iron. These were rated at 303 horsepower and were found in front-wheel-drive Pontiac Grand Prix GXPs and Chevrolet Impalas. If you need a transaxle swap LS, then this is the engine to find, if not, then it’s not a good swap candidate due to the different transmission mounting points.

The LS7 (7.0L, 427ci) was developed specifically for the C6 Corvette Z06 and is the largest LS variant offered by GM, featuring a unique 4.000-inch stroke. Its large bores (4.125 inches) required a Siamese-bore cylinder block. The LS7 is full of race ready parts and tech including titanium intake valves and rods, which helped churn out the 505 rated horsepower. It was also designed around a hybrid dry/wet oiling system (but referred to as a dry-sump system), a first for GM. LS7s were hand assembled for the Corvette at the GM Performance Build Center in Wixom, Michigan. In 2014 and 2015 the LS7 was used in the Camaro Z/28 where it was also rated at 505 hp. It can handle up to a 4.125-inch stroke (making it 441 cubic-inches), but given the extra amount of work involved with converting it to a wet sump you’re better off leaving it as is.

The LS9 (6.2L, 376ci) was the first LS variant to get a supercharger, making it the most powerful LS from GM at 638 hp. To handle the boost, the LS9 used the improved LS3 block with stronger steel main caps (as opposed to the powder metal standard LS3 main caps), larger 12mm head bolts, and forged pistons. More power was derived from the roto-cast cylinder heads and a 2.3L Roots-type supercharger. Like the LS7, it was a dry-sump engine and was hand built at the Wixom Performance Build Center. The ZR1 was the first Corvette to break the 200-mph mark, and it couldn’t have done it without the LS9.

The LSA (6.2L, 376ci) was a detuned version of the LS9 and came stuffed into the 2009 Cadillac CTS-V. It received eutectic pistons instead of the forged ones found in the LS9, a smaller 1.9L supercharger with a top mounted intercooler arrangement. Power rating for the Caddy was an impressive 556 hp. A reworked version of the LSA was used in the 2012-’15 Camaro ZL1 where it churned out 580 hp! The LSA also used nodular iron main caps for strength and, like the LS9, employed piston oil squirters to reduce piston temperature.

Vortec Truck and SUV Variants

While the performance car engines carried the LS designation, those designed for trucks and SUVs were given the Vortec name. The biggest difference between them and their car cousins were the use of iron blocks and that they were often smaller in displacement. The good news is they are plentiful in scrapyards and the iron blocks don’t mind a little boost or nitrous. They accept all the front drive systems of the car versions, although some might require a boss or two to be drilled out and tapped. There are a ton of variants out there with most using a naming convention starting with L (LQ4, LQ9, LMG, LC9, etc.). Even so, we still call them LS engines given the parts commonality and how easy they are to adapt to performance use.

The LQ4 (4.8L, 293ci) is the smallest LS ever produced. It shares its iron block with the 5.3L engine and even has the same 3.78-inch bore size. The drop in displacement comes from a shorter stroke crank (3.27 inches). It’s impossible to tell a 4.8L from a 5.3L engine from the outside.

The LC9, with its 5.3L displacement is the most common LS engine on the planet and carries a pretty retro-cool displacement of 327 cubic inches. The longer stroke (3.62-inch) is what separates it from the 4.8L and—like all LS variants—it has aluminum heads. Later versions received Active Fuel Management and some applications even received aluminum blocks.

The 6.0L Vortec is typically found in 3/4- and 1-ton trucks, and while the blocks are usually iron (LY6) there are some aluminum (L76) blocks variants out there. Widely, used, these engines can be found with Active Fuel Management as well as variable valve timing systems. Iron 6.0L blocks are the go-to block for big-boost/big-power builds. The bores can be taken to 0.030-inch over (or larger through magnetic inspection), and they can be stroked up to 4.000-inches. A longer stroke is possible, but these blocks have the shortest cylinders of the line so it’s not a great idea due to piston rock at BDC.

The 6.2L—L92/L94/L9H—coded engines are the closest you’ll find to the performance LS car engines. They have aluminum blocks and the latest in CAFE friendly tech such as variable valve timing. High-end SUVs such as the GMC Yukon Denali and Caddy Escalade got this gem under the hood. The GMC Sierra (SLE/SLT), Sierra Denali, Suburban, Avalanche, and others, also received this engine.

Head Games

A key component of the LS engine’s success lies in the evolving design of its cylinder heads

Like the blocks, the cylinder heads used on the various LS engines continued to evolve over the course of the program. As John Rydzewski, Assistant Chief Engineer Small-Block Engines and former LS Cylinder Head Designer explained, “The original LS cylinder head was one of the keys to producing the airflow and future power levels that the LS is known for. We knew from the beginning we had to have great airflow so replicated ports were a must. The four-bolt attachment pattern also was key to freeing up the ports to maximize airflow. To make every port exactly the same seems like common sense now, but this represented a significant amount of trial and error work that we knew we had to get right. The head design was also the foundation for the new in plane, low friction, valvetrain. As I look back, the team that had a hand in the cylinder head and valvetrain design are some of the most respected engineers in our business, including Ron Sperry, Jim Hicks, and Dennis Gerdeman.”

Technically, you can bolt any LS head to any LS engine, but due to varying bore and valve sizes you could run into piston-to-block clearance issues. So, a good rule of thumb is that LS1 and LS6 engines can only run LS1, LS6, and LS2 cathedral port heads (and their truck equivalents). LS2 engines, due to the larger 4.000-inch bore design, allows it to run LS1, LS6, and LS2 cathedral port heads in addition to the newer rectangular port LS3/L92 heads. The LS3 engines (or any of the 6.2L based variants like the L92, LSA, etc.) can run any head except the LS7 rectangular-port heads. LS7 engines can run any LS-series head, but running the smaller heads would be nonsensical from a performance standpoint. So, for the best results make sure to match the cylinder to the bore size you’re working with.

Nearly all LS engines utilize the same cylinder head bolt pattern, which is why the heads are so easily swapped around. Most have four 11mm bolts per cylinder (for a total of 10) along with an upper row of five 8mm bolts. The LS1 engines (including the LS6) had bolts of different lengths (in regards to the 11mm fasteners), but from 2004 forward all went to the same length. To better withstand boost, LS9 engines received 12mm bolts. Also, keep in mind that each head variant requires a compatible intake manifold, so an LS3 intake won’t fit LS7 heads and so forth. Of course, there’s a nearly endless array of aftermarket heads to choose from, some of which are hybrids (cathedral ports but with large LS3 sized intake valves, LS3 port but with LS7 rockers, etc.). Here are the four main factory cylinder heads you’ll encounter.

Debuting on the LS1, the cathedral port heads were named for the distinctive shape of the intake port. Any intake manifold (LS1, LS6, LS2) will work with these heads as well as Vortec intakes from cathedral port headed variants. 241 castings (the casting number is found near the corner of the head) are the most common since they were used on every 4.8L and 5.3L truck engine as well as the early LS1s. The LS1 heads have 67cc chambers with 2.00/1.55-inch valves. Other heads you’ll run into are 852 and 706 castings, which have smaller 61cc chambers and 1.89/1.55-inch valves. These are best for high-compression builds and really need larger valves and porting work. 799 heads (65cc chamber and 210cc intake runner) are pretty much 241 LS6 heads worked over for truck engines and thus are a real treasure to find when hunting through boneyards. Aside from the casting number, they have distinctive D-shaped exhaust ports. 243 castings are harder to come across and are sometimes called LS2 heads. On the truck side, these would be 035 or 317 castings (LQ9/LQ4) and featured 71cc chambers. You may even find 873 castings from the early LQ4 engines, but they are iron and not worth bothering with. Also, the early perimeter-bolt heads (933 and 806) are far less desirable. Remember, not all 243 heads are LS6 heads, but all LS6 heads are 243 castings. True LS6 heads will have the stainless steel hollow-stem valves.

Common cathedral port production casting numbers:

933 ’97 aluminum perimeter bolt 5.7

806 ’97-’98 aluminum perimeter bolt 5.7

853 ’99-’00 (LS1) aluminum center bolt 5.7 – 66.67cc

241 ’01-’03 (updated LS1) aluminum center bolt 5.7 – 66.67cc

243 ’04-up (LS6/LS2) aluminum center bolt 5.7. Also in some ’05-up trucks – 64.45cc

373/873 LQ4 iron heads – 71.06cc

706/852/862 ’99-up 4.8L-5.3L truck heads – 61.15cc

035 /317 ’99-up LQ9 and LQ4 6.0L truck heads – 71.06cc

799 ’05-up 4.8L-5.3L truck heads (these are basically 243 heads)

L92 heads (often referred to as LS3 heads) moved to a rectangular port and are some of the best LS heads ever made, far outflowing their cathedral cousins. This port design is also found on some 6.0L truck engines (and on the Pontiac G8 6.0L mill) as well as the Cadillac CTS-V and the LS9 in the Corvette ZR1. Due to an enlarged intake valve these heads use an offset rocker on the intake side. The major difference in the various heads are the types of valves used. The LS3 821 heads had hollow-stem valves, as did the LSA supercharged engine with the 863 heads. Heads for the LS9 used titanium intake valves like the LS7. The main difference between and LSA and LS9 head are the valves. The LSA heads also used a stronger rotocast A356-T6 alloy.

Common rectangular port production casting numbers:

716/821 LS3 heads – 68cc

863 ZL1/CTS-V LSA heads – thicker deck for boost – XXcc

823/5364/2716 L92 heads – 68cc

LS7 heads (452 castings), like the L92 heads, employ rectangular ports (a bit wider and shorter compared to the L92/LS3 ports). The 12-degree valve angle design (as opposed to the 15-degree valve angle used on all other LS engines) supports a straight-through airflow and utilizes 270cc intake ports. Also unique are that the ports and combustion chambers are CNC-ported straight from the factory. These heads only use LS7 intake manifolds or an aftermarket equivalent. These were also known for using titanium intake valves and sodium-filled exhaust valves, something previously unheard of in a pushrod V-8. They easily support over 600 hp naturally aspirated and the huge valves necessitate 4.125 or larger bores.

LS Cranks

For the most part, all LS cranks are of the same design and have 2.10-inch rod and 2.56-inch main journal sizes. They are all iron with the exception of LS9, LS7, and LSA, which are forged steel. LS7 cranks have a 4.000-inch stroke while all the rest have a 3.622-inch stroke (except 4.8L cranks which are 3.270-inch). LS7 and LS9 (dry sump) cranks have a longer snout (about 1-inch) for their two-stage oil pumps, but can be used on wet-sump engines with the right parts and a modification or two. Another major difference between LS cranks is the reluctor wheel used for crank timing. Early ones will have a 24x wheel while later cranks will have a 58x wheel (shown). The reluctor wheels can be changed by any qualified machine shop.

LS Rods

Most LS rods are interchangeable and made from powdered metal. The exceptions would be LS9 (5.990-inch) and LS7 rods (6.067-inch), which are forged titanium (LS7/9 rods only work with LS7/9 pistons). The common length is 6.098-inch, except for 4.8L engines, which use 6.275-inch rods. LS7 rods have a unique bearing size that requires a different bearing than other LS rods. The weak point of all LS rods would be the rod bolts. This is especially true of pre-2000 engines. LS6 rod bolts (PN 11600158) would be an upgrade, and an even better option would be a set of ARP rod bolts. Remember that LS rods use a “cracked cap” design. That means each cap is an exact match to its rod, so never get them mixed up!

LS Pistons

All LS engines, with the exception of the LS9, use hypereutectic aluminum pistons. An exception would be LSA pistons which are eutectic. Eutectic, with respect to piston material is the amount of silicon in the mix. 12-percent is considered eutectic and if more is present then it is hypereutectic. The LSA range is 11-13-percent silicon and the LS3 is 14.8- to 18-percent silicon. The biggest differences between the various pistons are the diameter, due to bore size changes, and those changes that effect compression ratio, such as a dish. Like cast pistons, they don’t like detonation and are good up to 550-600 hp, tops. Gen III pistons are held to the rod by a pressed in (interference fit) pin, so a machine shop will need to take them apart and reassemble. Gen IV (and Gen III LQ9) used “full floating” pins held in by locking rings.

Engine Displacement Bore x Stroke HP/TQ Compression LS1 5.7L (346cid) 3.89 x 3.62 305-350/350 10.2:1 LS6 5.7L (346cid) 3.89 x 3.62 385-405/400 10.5:1 LR4 4.8L (293cid) 3.78 x 3.27 255-285/285-295 9.47:1 LM7/L59/LM4 5.3L (327cid) 3.78 x 3.62 270-295/315-335 9.5:1 L33 5.3L (327cid) 3.78 x 3.62 310/335 10.0:1 LQ4 6.0L (364cid) 4.00 x 3.62 300-325/360-370 9.5:1 LQ9 6.0L (364cid) 4.00 x 3.62 345/380 10.0:1 LS2 6.0L (364cid) 4.00 x 3.62 400/400 10.9:1 L76 6.0L (364cid) 4.00 x 3.62 361/385 10.4:1 LY6 6.0L (364cid) 4.00 x 3.62 385/400 9.6:1 LY2/L20 4.8L (293cid) 3.78 x 3.27 260-302/295-305 9.1:1 LH6/LY5/LMG 5.3L (327cid) 3.78 x 3.62 300-320/320-340 9.9:1 LC9/LH8 5.3L (327cid) 3.78 x 3.62 300-320/320-335 9.5:1 LS7 7.0L (427cid) 4.125 x 4.000 505/470 11.0:1 L92 6.2L (376cid) 4.065 x 3.622 403/415 10.5:1 LS3 6.2L (376cid) 4.065 x 3.622 426-430/424 10.7:1 L99 6.2L (376cid) 4.065 x 3.622 400/410 10.7:1 LSA 6.2L (376cid) 4.065 x 3.622 556-580/551-556 9.1:1 LS9 6.2L (376cid) 4.065 x 3.622 638/604 9.1:1

The post History of the LS Engine and Cylinder Head Casting Number Spotter’s Guide: LS1, LS6, LS2, LS3, LS4, L99, LS7, LSA, LS9, LQ9, LQ4, L92, L94 appeared first on Hot Rod Network.

from Hot Rod Network http://www.hotrod.com/articles/history-ls-engine-cylinder-head-casting-number-spotters-guide-ls1-ls6-ls2-ls3-ls4-l99-ls7-lsa-ls9-lq9-lq4-l92-l94/ via IFTTT

[vividracing]

New Post has been published on https://www.vividracing.com/blog/announcing-new-products-specials-and-info/kraftwerks-supercharger-kit-for-2010-2015-camaro-ss-750-horsepower-640-torque/

Kraftwerks Supercharger kit For 2010-2015 Camaro SS 750+ Horsepower & 640+ Torque

Need to keep up with the neighbors Hellcat? We have the solution…

Modern Muscle cars are consistently pushing the envelope in terms of horsepower and torque figures. For most of these vehicles, they still stick to the tried and true “There is no replacement for displacement” theory, which usually include a large V8 Engine. With the release of the Dodge Hellcat Challenger, they have proved that a forced induction American V8, is a tough power plant to mess with.

Many Chevy owners wanted to increase their power levels, but could not come up with the initial costs involved with a ZL1. Even though the LS3 is a powerful engine in stock form, when supercharged it makes some very healthy numbers. Kraftwerks has rose to the challenge of producing a kit for the LS3 that almost doubles the factory output. Their newest revision LS3 kit allows for up to 750HP and 640TQ, which will hold its own with some of the fastest production cars available. More information and a video from Kraftwerks is posted below. If you would like more information about this product please give us a call at 1.480.966.3040.

To view our entire catalog of Kraftwerks products click here

To view the official PDF Release click here

Product Information:

Kraftwerks is pleased to announce the release of a brand new intercooled supercharger system for the 2010 and newer Chevy Camaro SS. At the heart of the new system is the Rotrex C38-91, the largest supercharger offered from Kraftwerks, capable of supporting 700hp.

At 7.5psi of boost pressure, the supercharger system produced an impressive 540whp and 485tq on 91-octane through the OEM headers and exhaust. More impressive is the linear power curve throughout the entire power band due to the patented traction drive technology, which transmits power through friction forces between its rolling elements.

Each Chevy Camaro supercharger system is a comprehensive design and includes all necessary components to ensure safe, reliable operation. Standard-issue with each kit is a large, front-mount intercooler (3″ inlet and outlet – 12x24x4″ thick) to help ensure low intake air temperatures for optimal performance. All necessary aluminum tubing, silicone couplers, and clamps are also included for easy installation. Proper air/fuel ratios are ensured with the included Grams Performance 52lb/hr fuel injectors, and an optional engine management system. Convenient, plug-and-play fuel injector adapters are also included, making each kit a true bolt-on experience.

Rotrex superchargers are renowned for their compact size, high adiabatic efficiency, low vibration, and quiet operation. Their unique traction drive technology is what makes all of this possible, which, unlike other superchargers, transmits power through frictional forces between its rolling elements. Each Rotrex unit features its own self-contained oiling system that remains independent of the engine. Its dual-action oil pump supplies traction fluid to the supercharger while the supplied cooler ensures proper fluid temperatures at all times.

The Kraftwerks 2010+ Chevy Camaro supercharger system provides instant throttle response and a progressive power curve that increases all the way to redline without the typical spiking or surging turbochargers are known for. This unique, more useable power curve results in reduced cylinder pressures, less strain on engine components, and increased reliability. Rotrex superchargers also operate much cooler when compared to turbochargers and other supercharger systems, which reduces the engine’s intake air temperature as well as its risk of detonation.

Features:

540whp / 485 lbs-ft Torque (This has now increased)

Retain Factory A/C and Accessories

Rotrex C38-91 Supercharger

Grams Performance 52lb/hr injectors. High Impedance Fuel Injectors

Engine Management

Front Mount Intercooler

Aluminum Intercooler Piping

Recirculating Bypass Valve

Fitment:

Chevrolet Camaro LS3 | LS99 10-15

  150-02-1013T

 Kraftwerks Supercharger Kit with InTune Chevrolet Camaro LS3 | LS99 10-15   $5,874.99  $5,595.00