Camaro Wiki - User contributions [en]

F-Body Modification Guide

2008-04-14T21:48:26Z

JakeRobb: /* Forced Induction */

[[Category:Modification Guide]]

This is a starting page for everything related to modifying your F-body. It is divided up into sections for each generation, and from there into type of modificaiton (performance, safety, appearance, etc). Note that [[Engine Modification Guide|Engine Modification]] is covered in a different section.

To get started, choose the generation you are interested in modifying:
* [[First Generation Modification Guide]]
* [[Second Generation Modification Guide]]
* [[Third Generation Modification Guide]]
* [[Fourth Generation Modification Guide]]

Or, read on for non-specific information.

== General Modification ==
=== Engine ===
When modifying an engine, it's best to think of the entire engine as an air pump. Air is sucked in, and exhaust is pumped out. The more air your engine can suck in and pump out, the better. Practically every engine modification you make will fall under one or more of the following:
* increasing the amount of air being pumped through
* preventing the engine from damaging itself while pumping so much air
* improving efficiency

==== Intake ====
Intake modifications generally fall under increasing airflow and/or improving efficiency. During the intake stroke, the downward motion of the piston creates a vacuum. Air rushes through the filter, some plumbing, the throttle body, the intake manifold, and the intake ports of the heads in order to fill that vacuum. Each of these items provides some resistance to airflow. Reducing this resistance increases the amount of air that can rush into the piston before the intake valve closes.

Another common intake modification is the cold air intake. Colder air is denser, which means it contains more oxygen. More oxygen means more power from combustion. Most cars simply draw air from the engine bay, which is usually well over 100 degrees Fahrenheit. By relocating the air intake to draw air from outside the car, the engine gets access to the coldest air available.

The final intake modification is the ram air intake. This is a variety of cold air intake that takes advantage of the fact that the car is moving forward through the air. By locating the air intake on the front of the car (usually on the front of a hood scoop), the engine can take advantage of aerodynamic pressure. At speed, air is being "rammed" into the intake.

==== Exhaust ====
Like intake modifications, exhaust modifications generally fall under increasing airflow and/or improving efficiency. During the exhaust stroke, the upward motion of the piston builds pressure in the cylinder. Air rushes past the exhaust valves, the exhaust ports of the heads, the exhaust manifolds, and through a series of pipes, catalytic converters, and mufflers in order to relieve that pressure. Each of these items provides some resistance to airflow. Reducing this resistance increases the amount of air that can be removed from the piston in a single exhaust stroke.

One of the first and most common performance modifications on any car is the installation of a high-performance muffler, or, occasionally, a "cat-back" exhaust. "Cat" is a reference to the catalytic converter, and a cat-back exhaust is a complete kit that replaces the factory exhaust piping, starting after the catalytic converter and going all the way back to the muffler(s) and tip(s).

Another popular modification is the replacement of factory exhaust manifold(s) with aftermarket ones, usually called headers. Headers improve exhaust flow in two ways. The first is obvious -- the pipes are bigger, and have more room for the exhaust gases to flow. The second, called scavenging, is less obvious, but more important. When an individual piston performs the exhaust stroke, it generates a "pulse" of exhaust gases. By tuning the length of the primary tubes (the smaller ones, before the pipes come together) so that the pulses reach the collector in an orderly fashion, without colliding with one another. As each pulse travels down the tubes, it creates a low-pressure region behind it. This low-pressure region "pulls" the next pulse down the tube.

The last common exhaust modification is the replacement of the catalytic converter with a high-flow aftermarket model, or with an "off-road" or "test" pipe (a plain pipe that replaces the converter). Catalytic converters in general are restrictive, so removing or replacing them can improve performance. Note: it is illegal in the United States to drive on public roads without a catalytic converter. In states with emissions inspections, you may not be able to register a vehicle without the factory catalytic converters in place. Specific laws about catalytic converters are documented [[http://www.catalyticconverter.org/law/index.htm here]].

Exhaust modifications often have a significant effect on the volume and character of the exhaust sound, especially while accelerating.

==== Cooling ====
==== Heads ====
==== Camshafts ====
==== Valvetrain ====
==== Rotating Assembly ====
==== Tuning ====
===== Carbureted =====
===== Fuel Injected =====
==== Power Adders ====
===== Nitrous =====
===== Forced Induction =====
Forced induction systems add power by adding an air compressor to the air intake system. As soon as the valve opens, the pressurized air rushes in to the cylinder -- no need to wait for the piston to generate a vacuum, and no need for the engine to do the work of generating that vacuum. In fact, the air pressure can actually help push the piston down. The air pressure ("boost") is generally measured in PSIG, which is gauge pressure relative to open atmospheric pressure. If you have an engine running on 10psi of boost, that means that the pressure at the air intake is 10psi higher than the local atmospheric pressure.

Adding forced induction to an engine that was not designed for it from the factory (or significantly increasing the maximum boost on one that was) is one of the surest ways to destroy the engine. Increased temperatures and pressures throughout the entire system will stress every component. When turbocharging or supercharging, be sure to make sure that your engine can handle the added stress.

In general, high performance naturally aspirated engines use a high compression ratio to maximize horsepower. Compression ratios in the 10.0:1-11.0:1 range are common. Modified engines get even higher, especially when using high-octane race gas. With a forced induction engine, however, it's common to reduce the compression ratio (generally around 8.5:1). This allows for more boost pressure without predetonation (a.k.a. knock), which yields more total horsepower.

===== Superchargers =====
A supercharger is an air compressor that is driven off of the crankshaft. Because of this, maximum boost is always achieved at maximum RPM, and boost builds smoothly and steadily as RPM risesm, and there is no lag between when the driver applies the throttle and when the boost takes effect. There are two major types: centrifugal and screw-type (a.k.a. Roots-type). A screw-type supercharger typically mounts like an intake manifold, on top of the engine, whereas a centrifugal usually mounts at the front of the engine, alongside other belt-driven accessories like the alternator or power-steering pump.

Both types of superchargers introduce a nontrivial amount of parasitic loss at the crankshaft.

===== Turbochargers =====
A turbocharger is a centrifugal air compressor that is driven by a turbine. The turbine is in turn driven by exhaust gas pressure. Because exhaust gas pressure is related to engine load rather than RPM, a turbo generally takes a moment to start developing boost pressure once the driver applies the throttle. This is known as turbo lag. Turbo lag can be mitigated by selecting an appropriately-sized turbo (smaller turbos spool faster), reducing friction (for instance using ball bearings) on the shaft connecting the turbine to the compressor, and by using advanced technologies such as variable vane geometry.

Aftermarket turbo systems are generally more complex and cause more fitment issues than aftermarket supercharger systems, because the turbo needs to be plumbed into both the intake and the exhaust.

The additional power from a turbocharger is generally considered "free power." This is because the additional exhaust backpressure requires minimal additional work on the part of the engine, especially when compared to the work required to turn a supercharger. It is not truly free, but the parasitic losses are trivial.

=== Drivetrain ===
==== Transmissions ====
==== Driveshafts ====
==== Rear Ends ====
=== Handling and Suspension ===
=== Wheels and Tires ===
=== Safety ===
==== NHRA Requirements ====
==== Roll bars and cages ====
=== Brakes ===

F-Body Modification Guide

2008-04-14T21:44:14Z

JakeRobb:

[[Category:Modification Guide]]

This is a starting page for everything related to modifying your F-body. It is divided up into sections for each generation, and from there into type of modificaiton (performance, safety, appearance, etc). Note that [[Engine Modification Guide|Engine Modification]] is covered in a different section.

To get started, choose the generation you are interested in modifying:
* [[First Generation Modification Guide]]
* [[Second Generation Modification Guide]]
* [[Third Generation Modification Guide]]
* [[Fourth Generation Modification Guide]]

Or, read on for non-specific information.

== General Modification ==
=== Engine ===
When modifying an engine, it's best to think of the entire engine as an air pump. Air is sucked in, and exhaust is pumped out. The more air your engine can suck in and pump out, the better. Practically every engine modification you make will fall under one or more of the following:
* increasing the amount of air being pumped through
* preventing the engine from damaging itself while pumping so much air
* improving efficiency

==== Intake ====
Intake modifications generally fall under increasing airflow and/or improving efficiency. During the intake stroke, the downward motion of the piston creates a vacuum. Air rushes through the filter, some plumbing, the throttle body, the intake manifold, and the intake ports of the heads in order to fill that vacuum. Each of these items provides some resistance to airflow. Reducing this resistance increases the amount of air that can rush into the piston before the intake valve closes.

Another common intake modification is the cold air intake. Colder air is denser, which means it contains more oxygen. More oxygen means more power from combustion. Most cars simply draw air from the engine bay, which is usually well over 100 degrees Fahrenheit. By relocating the air intake to draw air from outside the car, the engine gets access to the coldest air available.

The final intake modification is the ram air intake. This is a variety of cold air intake that takes advantage of the fact that the car is moving forward through the air. By locating the air intake on the front of the car (usually on the front of a hood scoop), the engine can take advantage of aerodynamic pressure. At speed, air is being "rammed" into the intake.

==== Exhaust ====
Like intake modifications, exhaust modifications generally fall under increasing airflow and/or improving efficiency. During the exhaust stroke, the upward motion of the piston builds pressure in the cylinder. Air rushes past the exhaust valves, the exhaust ports of the heads, the exhaust manifolds, and through a series of pipes, catalytic converters, and mufflers in order to relieve that pressure. Each of these items provides some resistance to airflow. Reducing this resistance increases the amount of air that can be removed from the piston in a single exhaust stroke.

One of the first and most common performance modifications on any car is the installation of a high-performance muffler, or, occasionally, a "cat-back" exhaust. "Cat" is a reference to the catalytic converter, and a cat-back exhaust is a complete kit that replaces the factory exhaust piping, starting after the catalytic converter and going all the way back to the muffler(s) and tip(s).

Another popular modification is the replacement of factory exhaust manifold(s) with aftermarket ones, usually called headers. Headers improve exhaust flow in two ways. The first is obvious -- the pipes are bigger, and have more room for the exhaust gases to flow. The second, called scavenging, is less obvious, but more important. When an individual piston performs the exhaust stroke, it generates a "pulse" of exhaust gases. By tuning the length of the primary tubes (the smaller ones, before the pipes come together) so that the pulses reach the collector in an orderly fashion, without colliding with one another. As each pulse travels down the tubes, it creates a low-pressure region behind it. This low-pressure region "pulls" the next pulse down the tube.

The last common exhaust modification is the replacement of the catalytic converter with a high-flow aftermarket model, or with an "off-road" or "test" pipe (a plain pipe that replaces the converter). Catalytic converters in general are restrictive, so removing or replacing them can improve performance. Note: it is illegal in the United States to drive on public roads without a catalytic converter. In states with emissions inspections, you may not be able to register a vehicle without the factory catalytic converters in place. Specific laws about catalytic converters are documented [[http://www.catalyticconverter.org/law/index.htm here]].

Exhaust modifications often have a significant effect on the volume and character of the exhaust sound, especially while accelerating.

==== Cooling ====
==== Heads ====
==== Camshafts ====
==== Valvetrain ====
==== Rotating Assembly ====
==== Tuning ====
===== Carbureted =====
===== Fuel Injected =====
==== Power Adders ====
===== Nitrous =====
===== Forced Induction =====
Forced induction systems add power by adding an air compressor to the air intake system. As soon as the valve opens, the pressurized air rushes in to the cylinder -- no need to wait for the piston to generate a vacuum, and no need for the engine to do the work of generating that vacuum. In fact, the air pressure can actually help push the piston down. The air pressure ("boost") is generally measured in PSIG, which is gauge pressure relative to open atmospheric pressure. If you have an engine running on 10psi of boost, that means that the pressure at the air intake is 10psi higher than the local atmospheric pressure.

Adding forced induction to an engine that was not designed for it from the factory (or significantly increasing the maximum boost on one that was) is one of the surest ways to destroy the engine. Increased temperatures and pressures throughout the entire system will stress every component. When turbocharging or supercharging, be sure to make sure that your engine can handle the added stress.

===== Superchargers =====
A supercharger is an air compressor that is driven off of the crankshaft. Because of this, maximum boost is always achieved at maximum RPM, and boost builds smoothly and steadily as RPM risesm, and there is no lag between when the driver applies the throttle and when the boost takes effect. There are two major types: centrifugal and screw-type (a.k.a. Roots-type). A screw-type supercharger typically mounts like an intake manifold, on top of the engine, whereas a centrifugal usually mounts at the front of the engine, alongside other belt-driven accessories like the alternator or power-steering pump.

Both types of superchargers introduce a nontrivial amount of parasitic loss at the crankshaft.

===== Turbochargers =====
A turbocharger is a centrifugal air compressor that is driven by a turbine. The turbine is in turn driven by exhaust gas pressure. Because exhaust gas pressure is related to engine load rather than RPM, a turbo generally takes a moment to start developing boost pressure once the driver applies the throttle. This is known as turbo lag. Turbo lag can be mitigated by selecting an appropriately-sized turbo (smaller turbos spool faster), reducing friction (for instance using ball bearings) on the shaft connecting the turbine to the compressor, and by using advanced technologies such as variable vane geometry.

Aftermarket turbo systems are generally more complex and cause more fitment issues than aftermarket supercharger systems, because the turbo needs to be plumbed into both the intake and the exhaust.

The additional power from a turbocharger is generally considered "free power." This is because the additional exhaust backpressure requires minimal additional work on the part of the engine, especially when compared to the work required to turn a supercharger. It is not truly free, but the parasitic losses are trivial.

=== Drivetrain ===
==== Transmissions ====
==== Driveshafts ====
==== Rear Ends ====
=== Handling and Suspension ===
=== Wheels and Tires ===
=== Safety ===
==== NHRA Requirements ====
==== Roll bars and cages ====
=== Brakes ===

F-Body Modification Guide

2008-04-14T21:38:55Z

JakeRobb:

[[Category:Modification Guide]]

This is a starting page for everything related to modifying your F-body. It is divided up into sections for each generation, and from there into type of modificaiton (performance, safety, appearance, etc). Note that [[Engine Modification Guide|Engine Modification]] is covered in a different section.

To get started, choose the generation you are interested in modifying:
* [[First Generation Modification Guide]]
* [[Second Generation Modification Guide]]
* [[Third Generation Modification Guide]]
* [[Fourth Generation Modification Guide]]

Or, read on for non-specific information.

== General Modification ==
=== Engine ===
When modifying an engine, it's best to think of the entire engine as an air pump. Air is sucked in, and exhaust is pumped out. The more air your engine can suck in and pump out, the better. Practically every engine modification you make will fall under one or more of the following:
* increasing the amount of air being pumped through
* preventing the engine from damaging itself while pumping so much air
* improving efficiency

==== Intake ====
Intake modifications generally fall under increasing airflow and/or improving efficiency. During the intake stroke, the downward motion of the piston creates a vacuum. Air rushes through the filter, some plumbing, the throttle body, the intake manifold, and the intake ports of the heads in order to fill that vacuum. Each of these items provides some resistance to airflow. Reducing this resistance increases the amount of air that can rush into the piston before the intake valve closes.

Another common intake modification is the cold air intake. Colder air is denser, which means it contains more oxygen. More oxygen means more power from combustion. Most cars simply draw air from the engine bay, which is usually well over 100 degrees Fahrenheit. By relocating the air intake to draw air from outside the car, the engine gets access to the coldest air available.

The final intake modification is the ram air intake. This is a variety of cold air intake that takes advantage of the fact that the car is moving forward through the air. By locating the air intake on the front of the car (usually on the front of a hood scoop), the engine can take advantage of aerodynamic pressure. At speed, air is being "rammed" into the intake.

==== Exhaust ====
Like intake modifications, exhaust modifications generally fall under increasing airflow and/or improving efficiency. During the exhaust stroke, the upward motion of the piston builds pressure in the cylinder. Air rushes past the exhaust valves, the exhaust ports of the heads, the exhaust manifolds, and through a series of pipes, catalytic converters, and mufflers in order to relieve that pressure. Each of these items provides some resistance to airflow. Reducing this resistance increases the amount of air that can be removed from the piston in a single exhaust stroke.

One of the first and most common performance modifications on any car is the installation of a high-performance muffler, or, occasionally, a "cat-back" exhaust. "Cat" is a reference to the catalytic converter, and a cat-back exhaust is a complete kit that replaces the factory exhaust piping, starting after the catalytic converter and going all the way back to the muffler(s) and tip(s).

Another popular modification is the replacement of factory exhaust manifold(s) with aftermarket ones, usually called headers. Headers improve exhaust flow in two ways. The first is obvious -- the pipes are bigger, and have more room for the exhaust gases to flow. The second, called scavenging, is less obvious, but more important. When an individual piston performs the exhaust stroke, it generates a "pulse" of exhaust gases. By tuning the length of the primary tubes (the smaller ones, before the pipes come together) so that the pulses reach the collector in an orderly fashion, without colliding with one another. As each pulse travels down the tubes, it creates a low-pressure region behind it. This low-pressure region "pulls" the next pulse down the tube.

The last common exhaust modification is the replacement of the catalytic converter with a high-flow aftermarket model, or with an "off-road" or "test" pipe (a plain pipe that replaces the converter). Catalytic converters in general are restrictive, so removing or replacing them can improve performance. Note: it is illegal in the United States to drive on public roads without a catalytic converter. In states with emissions inspections, you may not be able to register a vehicle without the factory catalytic converters in place. Specific laws about catalytic converters are documented [[http://www.catalyticconverter.org/law/index.htm here]].

Exhaust modifications often have a significant effect on the volume and character of the exhaust sound, especially while accelerating.

==== Cooling ====
==== Heads ====
==== Camshafts ====
==== Valvetrain ====
==== Rotating Assembly ====
==== Tuning ====
===== Carbureted =====
===== Fuel Injected =====
==== Power Adders ====
===== Nitrous =====
===== Forced Induction =====
Forced induction systems add power by adding an air compressor to the air intake system. As soon as the valve opens, the pressurized air rushes in to the cylinder -- no need to wait for the piston to generate a vacuum, and no need for the engine to do the work of generating that vacuum. In fact, the air pressure can actually help push the piston down. The air pressure ("boost") is generally measured in PSIG, which is gauge pressure relative to open atmospheric pressure. If you have an engine running on 10psi of boost, that means that the pressure at the air intake is 10psi higher than the local atmospheric pressure.

Adding forced induction to an engine that was not designed for it from the factory (or significantly increasing the maximum boost on one that was) is one of the surest ways to destroy the engine. Increased temperatures and pressures throughout the entire system will stress every component. When turbocharging or supercharging, be sure to make sure that your engine can handle the added stress.

====== Superchargers ======
A supercharger is an air compressor that is driven off of the crankshaft. Because of this, maximum boost is always achieved at maximum RPM, and boost builds smoothly and steadily as RPM risesm, and there is no lag between when the driver applies the throttle and when the boost takes effect. There are two major types: centrifugal and screw-type (a.k.a. Roots-type). A screw-type supercharger typically mounts like an intake manifold, on top of the engine, whereas a centrifugal usually mounts at the front of the engine, alongside other belt-driven accessories like the alternator or power-steering pump.

Both types of superchargers introduce a nontrivial amount of parasitic loss at the crankshaft.

====== Turbochargers ======
A turbocharger is a centrifugal air compressor that is driven by a turbine. The turbine is in turn driven by exhaust gas pressure. Because exhaust gas pressure is related to engine load rather than RPM, a turbo generally takes a moment to start developing boost pressure once the driver applies the throttle. This is known as turbo lag. Turbo lag can be mitigated by selecting an appropriately-sized turbo (smaller turbos spool faster), reducing friction (for instance using ball bearings) on the shaft connecting the turbine to the compressor, and by using advanced technologies such as variable vane geometry.

Aftermarket turbo systems are generally more complex and cause more fitment issues than aftermarket supercharger systems, because the turbo needs to be plumbed into both the intake and the exhaust.

The additional power from a turbocharger is generally considered "free power." This is because the additional exhaust backpressure requires minimal additional work on the part of the engine, especially when compared to the work required to turn a supercharger. It is not truly free, but the parasitic losses are trivial.

=== Drivetrain ===
==== Transmissions ====
==== Driveshafts ====
==== Rear Ends ====
=== Handling and Suspension ===
=== Wheels and Tires ===
=== Safety ===
==== NHRA Requirements ====
==== Roll bars and cages ====
=== Brakes ===

F-Body Modification Guide

2008-04-14T15:44:47Z

JakeRobb: /* Engine */

F-Body Modification Guide

2008-04-14T15:44:10Z

JakeRobb: /* Exhaust */

F-Body Modification Guide

2008-04-14T14:40:00Z

JakeRobb: /* Exhaust */

F-Body Modification Guide

2008-04-14T14:36:38Z

JakeRobb: /* Intake */

F-Body Modification Guide

2008-04-14T14:23:56Z

JakeRobb:

F-Body Modification Guide

2008-04-14T14:22:28Z

JakeRobb:

Category:Modification Guide

2008-04-14T14:00:36Z

JakeRobb:

This category encompasses all modification guide pages.

LS1 Modification Guide

2008-04-14T12:41:48Z

JakeRobb:

[[Category:Modification Guide]]

Coming soon...

LS1 Modification Guide

2008-04-14T12:41:41Z

JakeRobb:

[Category:Modification Guide]

Coming soon...

Engine Modification Guide

2008-04-14T12:41:15Z

JakeRobb: /* V6 Engines */

[[Category:Modification Guide]]

This page is the start point for all engine modification pages.

==V8 Engines==
[[LS1 Modification Guide]]

[[LT1 Modification Guide]]

[[L98 Modification Guide]]

[[SBC Modification Guide]]

==V6 Engines==
[[3800 Modification Guide]]

[[3.4L V6 Modification Guide]]

==I4 Engines==

Engine Modification Guide

2008-04-14T12:41:08Z

JakeRobb: /* V8 Engines */

Engine Modification Guide

2008-04-14T12:41:01Z

JakeRobb:

[[Category:Modification Guide]]

This page is the start point for all engine modification pages.

==V8 Engines==
[[LS1 Modification Guide]]
[[LT1 Modification Guide]]
[[L98 Modification Guide]]
[[SBC Modification Guide]]

==V6 Engines==
[[3800 Modification Guide]]
[[3.4L V6 Modification Guide]]

==I4 Engines==

First Generation Modification Guide

2008-04-14T12:37:49Z

JakeRobb:

[[Category:Modification Guide]]

Coming soon...

Second Generation Modification Guide

2008-04-14T12:37:45Z

JakeRobb:

[[Category:Modification Guide]]

Coming soon...

Third Generation Modification Guide

2008-04-14T12:37:41Z

JakeRobb:

[[Category:Modification Guide]]

Coming soon...

Fourth Generation Modification Guide

2008-04-14T12:37:34Z

JakeRobb:

[[Category:Modification Guide]]

Coming soon...

Engine Modification Guide

2008-04-14T12:37:22Z

JakeRobb:

[[Category:Modification Guide]]

Coming soon...

Engine Modification Guide

2008-04-14T12:37:08Z

JakeRobb:

Coming soon...

F-Body Modification Guide

2008-04-14T12:35:13Z

JakeRobb:

F-Body Modification Guide

2008-04-14T12:35:02Z

JakeRobb:

First Generation GM small block V8

2008-01-02T19:46:39Z

JakeRobb:

This article is a stub.

The GM Small Block V8 was first introduced in 1955 for the Chevrolet Bel Air. Complete information on the engine and all of its variations is available on Wikipedia [http://en.wikipedia.org/wiki/Chevrolet_Small-Block_engine]. The focus of this article is on the engine's applications in Camaros and Firebirds.

== 302 ==

== 327 ==

== 350 ==

First Generation GM small block V8

2008-01-02T19:46:29Z

JakeRobb:

This article is a stub.

The GM Small Block V8 was first introduced in 1955 for the Chevrolet Bel Air. Complete information on the engine and all of its variations is available on [Wikipedia|http://en.wikipedia.org/wiki/Chevrolet_Small-Block_engine]. The focus of this article is on the engine's applications in Camaros and Firebirds.

== 302 ==

== 327 ==

== 350 ==

First Generation GM small block V8

2008-01-02T19:46:07Z

JakeRobb:

This article is a stub.

The GM Small Block V8 was first introduced in 1955 for the Chevrolet Bel Air. Complete information on the engine and all of its variations is available on [http://en.wikipedia.org/wiki/Chevrolet_Small-Block_engine|Wikipedia]. The focus of this article is on the engine's applications in Camaros and Firebirds.

== 302 ==

== 327 ==

== 350 ==

Second Generation GM small block V8

2008-01-02T19:41:25Z

JakeRobb:

This article is a stub.

== LT1 ==

== LT4 ==

== LT5 ==

The [[LT5 engine]] was a [[Dual Overhead Cam|DOHC]] 5.7L V8 designed by Lotus. It is not technically a member of this engine family, but it is included here because it was current at the same time and because its [[RPO Code|RPO]] designation leads many people to believe that it is related.

XP-836

2008-01-02T19:38:31Z

JakeRobb:

XP-836 was the designation for the very first Camaro design. It was a four seat sporty coupe that would share an all-new platform with the 1968 Nova X-body.

Borg-Warner T-56

2008-01-02T19:29:52Z

JakeRobb:

This article is a stub.

The Borg-Warner T-56 is a six-speed manual transmission used in several high performance cars from GM. Other manufacturers have used it too (like Dodge, in the Viper).

GM cars available with the T-56:
* 1997-2007 [[Chevrolet Corvette]]
* 1993-2002 V8 [[Chevrolet Camaro]]
* 1993-2002 V8 [[Pontiac Firebird]]
* 2004-2006 [[Pontiac GTO]]
* 2004-2007 [[Cadillac CTS-V]]

Borg-Warner sold the T-56 design to Tremec. Tremec continues to build, support, and improve the T-56.

The [[Tremec TR6060|TR6060]] is based on the T-56 and is built to handle more torque. It is used in the 2008 Corvette Z06, 2007 Dodge Viper, and 2007 Shelby GT500.

Borg-Warner T-56

2008-01-02T19:29:23Z

JakeRobb:

This article is a stub.

The Borg-Warner T-56 is a six-speed manual transmission used in several high performance cars from GM. Other manufacturers have used it too (like Dodge, in the Viper).

GM cars available with the T-56:

1997-2007 [[Chevrolet Corvette]]
1993-2002 V8 [[Chevrolet Camaro]]
1993-2002 V8 [[Pontiac Firebird]]
2004-2006 [[Pontiac GTO]]
2004-2007 [[Cadillac CTS-V]]

Borg-Warner sold the T-56 design to Tremec. Tremec continues to build, support, and improve the T-56.

The [[Tremec TR6060|TR6060]] is based on the T-56 and is built to handle more torque. It is used in the 2008 Corvette Z06, 2007 Dodge Viper, and 2007 Shelby GT500.

GM F platform

2008-01-02T19:22:05Z

JakeRobb:

The '''F platform''', or '''F-body''', was [[General Motors Corporation|General Motors]]' small [[rear-wheel drive]] [[automobile platform]] from [[1967]] until [[2002]]. It was based partially on the [[GM X platform]], which was used for compact applications instead of the sporting intent of the F-Body. The only two vehicles to have been built using the F-Body platform are the [[Chevrolet Camaro]] and the [[Pontiac Firebird]]. The fourth character in the [[Vehicle Identification Number]] for an F-body car is "F".

==First Generation, 1967-1969==

[[Image:1968ChevroletCamaroZ28.jpg|250px]] [[Image:Pontiac_Firebird.jpg|248px]]

The first F-body cars were produced in 1967, as GM's response to the [[Ford Mustang]]. Originally designed strictly as the platform for the Camaro, [[Pontiac]] engineers were given a short amount of time prior to the Camaro's release to produce a version that matched their corporate styling as well. The F-Body was available as both a hardtop [[coupe]] and a cloth-top [[convertible]]. As was GM policy at the time, Chevrolet and Pontiac both installed their own engines; however, the engine lineups were similar. Both cars could be had with either division's base inline six-cylinder engine, a V8 engine of approximately 5.3 liters (327 in3 for Chevrolet, 326 in3 for Pontiac), or a larger V8 engine of approximately 6.6 liters (396 in3 for Chevrolet, 400 in3 for Pontiac). Due to delays with the design of the second-generation car, the 1969 models were produced longer than usual.

==Second Generation, 1970-1981==

[[Image:2nd-Chevrolet-Camaro.jpg|250px]] [[Image:'70-'81 Pontiac Firebird.jpg|285px]]

The second generation F-Body cars were actually released as '1970 1/2' cars, due to extensive delays in the design and production of the new body style. Both cars grew considerably, with fairly drastic changes in styling to match each brand's updated styling across the lineup. Both cars also received engine options in the 7.4 L range in the earlier years of the second generation - 454 in3 for Chevrolet, and 455 in3 for Pontiac. However, both of these engines would be discontinued as emissions and fuel-economy restrictions made their production costs prohibitive. Performance continued to decline through 1981, as power levels dropped and weight increased.

==Third Generation, 1982-1992==

[[Image:Camaro1.jpg|288px]] [[Image:Transam-wiki.jpg|250px]]

The third generation of the F-Body was introduced for 1982, as a major redesign with a more modern look and a lighter, better-handling car. In a move that would later happen across almost all GM models, the Firebird switched from Pontiac-designed engines to the same Chevrolet engines that powered the Camaro. This was also the only generation of F-Body to be available with a four-cylinder, the [[Iron Duke (engine)|Iron Duke]]. The last Firebird to be built with an engine not available in the Camaro was the 1989 [[Pontiac Firebird#Third Generation|Turbo Trans Am]], which had a [[Turbocharger|turbocharged]] 3.8 L [[Buick]] V6, derived from the [[Buick Regal#1978|Buick Regal.]]

==Fourth Generation, 1993-2002==
[[Image:2002ChevroletCamaroSS35-001.png|250px]] [[Image:3-29-04-1.jpg|250px]]

The fourth generation of F-body was released in 1993. It was an extensive revision to the third generation car, instead of a clean-sheet design. It was produced until the platform was canceled at the end of the 2002 model year. Unlike most of the years past, the engine choices were simplified considerably; each year, on both the Camaro and the Firebird, there was only one V6 and one V8 available. For 1993 to 1995, the V6 was the [[GM 60-Degree V6 engine#3.4|3.4 L (208 in³) 60°]]; 1996-2002 cars received the 3.8L (231 in³) [[GM 3800 engine#Series II|3800 Series II]] V6. 1993-1997 V8 cars shipped with the [[Second Generation GM small block V8#LT1|5.7L (350 in³) LT1]], while 1998-2002 cars received the [[Third Generation GM small block V8|5.7L (346 in³) LS1]]. Both engines were available with the [[4L60E]] four-speed auotmatic transmission. V6 engines with a manual transmission had a Tremec T5 five-speed unit; the manual for V8 cars was the [[Borg-Warner T-56|T-56]] six-speed, manufactured by either Borg-Warner or Tremec. An optional [[Hurst Performance|Hurst]]-supplied shifter was also available on V8 models.

The F-Body has not had a direct replacement since production ceased in 2002; the closest would be the [[Pontiac GTO#Revival|modern Pontiac GTO]], though it is a larger and heavier car. GM has announced that the Camaro will return in 2009 as a 2010 model, most likely utilizing the [[GM Zeta platform|Zeta]] chassis. There are no plans to revive the Firebird nameplate, to the dismay of its fans.

[[Category:GM platforms|F]]

First Generation GM small block V8

2008-01-02T19:04:07Z

JakeRobb:

This article is a stub. Details should be added under the appropriate headings below:

== 302 ==

== 327 ==

== 350 ==

First Generation GM small block V8

2008-01-02T19:03:33Z

JakeRobb:

This article is a stub. Details should be added under the appropriate headings below:

== 302 ==

== 327 (LF7) ==

== 327 (L30) ==

== 350 ==

GM F platform

2008-01-02T18:57:42Z

JakeRobb:

The '''F platform''', or '''F-body''', was [[General Motors Corporation|General Motors]]' small [[rear-wheel drive]] [[automobile platform]] from [[1967]] until [[2002]]. It was based partially on the [[GM X platform]], which was used for compact applications instead of the sporting intent of the F-Body. The only two vehicles to have been built using the F-Body platform are the [[Chevrolet Camaro]] and the [[Pontiac Firebird]]. The fourth character in the [[Vehicle Identification Number]] for an F-body car is "F".

==First Generation, 1967-1969==

[[Image:1968ChevroletCamaroZ28.jpg|250px]] [[Image:Pontiac_Firebird.jpg|248px]]

The first F-body cars were produced in 1967, as GM's response to the [[Ford Mustang]]. Originally designed strictly as the platform for the Camaro, [[Pontiac]] engineers were given a short amount of time prior to the Camaro's release to produce a version that matched their corporate styling as well. The F-Body was available as both a hardtop [[coupe]] and a cloth-top [[convertible]]. As was GM policy at the time, Chevrolet and Pontiac both installed their own engines; however, the engine lineups were similar. Both cars could be had with either division's base inline six-cylinder engine, a V8 engine of approximately 5.3 liters (327 in3 for Chevrolet, 326 in3 for Pontiac), or a larger V8 engine of approximately 6.6 liters (396 in3 for Chevrolet, 400 in3 for Pontiac). Due to delays with the design of the second-generation car, the 1969 models were produced longer than usual.

==Second Generation, 1970-1981==

[[Image:2nd-Chevrolet-Camaro.jpg|250px]] [[Image:'70-'81 Pontiac Firebird.jpg|285px]]

The second generation F-Body cars were actually released as '1970 1/2' cars, due to extensive delays in the design and production of the new body style. Both cars grew considerably, with fairly drastic changes in styling to match each brand's updated styling across the lineup. Both cars also received engine options in the 7.4 L range in the earlier years of the second generation - 454 in3 for Chevrolet, and 455 in3 for Pontiac. However, both of these engines would be discontinued as emissions and fuel-economy restrictions made their production costs prohibitive. Performance continued to decline through 1981, as power levels dropped and weight increased.

==Third Generation, 1982-1992==

[[Image:Camaro1.jpg|288px]] [[Image:Transam-wiki.jpg|250px]]

The third generation of the F-Body was introduced for 1982, as a major redesign with a more modern look and a lighter, better-handling car. In a move that would later happen across almost all GM models, the Firebird switched from Pontiac-designed engines to the same Chevrolet engines that powered the Camaro. This was also the only generation of F-Body to be available with a four-cylinder, the [[Iron Duke (engine)|Iron Duke]]. The last Firebird to be built with an engine not available in the Camaro was the 1989 [[Pontiac Trans Am#Third Generation|Turbo Trans Am]], which had a [[Turbocharger|turbocharged]] 3.8 L [[Buick]] V6, derived from the [[Buick Regal#1978|Buick Regal.]]

==Fourth Generation, 1993-2002==
[[Image:2002ChevroletCamaroSS35-001.png|250px]] [[Image:3-29-04-1.jpg|250px]]

The fourth generation of F-body was released in 1993. It was an extensive revision to the third generation car, instead of a clean-sheet design. It was produced until the platform was canceled at the end of the 2002 model year. Unlike most of the years past, the engine choices were simplified considerably; each year, on both the Camaro and the Firebird, there was only one V6 and one V8 available. For 1993 to 1995, the V6 was the [[GM 60-Degree V6 engine#3.4|3.4 L (208 in³) 60°]]; 1996-2002 cars received the 3.8L (231 in³) [[GM 3800 engine#Series II|3800 Series II]] V6. 1993-1997 V8 cars shipped with the [[Second Generation GM small block V8#LT1|5.7L (350 in³) LT1]], while 1998-2002 cars received the [[Third Generation GM small block V8|5.7L (346 in³) LS1]]. Both engines were available with the [[4L60E]] four-speed auotmatic transmission. V6 engines with a manual transmission had a Tremec T5 five-speed unit; the manual for V8 cars was the [[Borg-Warner T-56|T-56]] six-speed, manufactured by either Borg-Warner or Tremec. An optional [[Hurst Performance|Hurst]]-supplied shifter was also available on V8 models.

The F-Body has not had a direct replacement since production ceased in 2002; the closest would be the [[Pontiac GTO#Revival|modern Pontiac GTO]], though it is a larger and heavier car. GM has announced that the Camaro will return in 2009 as a 2010 model, most likely utilizing the [[GM Zeta platform|Zeta]] chassis. There are no plans to revive the Firebird nameplate, to the dismay of its fans.

[[Category:GM platforms|F]]

GM F platform

2008-01-02T18:56:37Z

JakeRobb:

The '''F platform''', or '''F-body''', was [[General Motors Corporation|General Motors]]' small [[rear-wheel drive]] [[automobile platform]] from [[1967]] until [[2002]]. It was based partially on the [[GM X platform]], which was used for compact applications instead of the sporting intent of the F-Body. The only two vehicles to have been built using the F-Body platform are the [[Chevrolet Camaro]] and the [[Pontiac Firebird]]. The fourth character in the [[Vehicle Identification Number]] for an F-body car is "F".

==First Generation, 1967-1969==

[[Image:1968ChevroletCamaroZ28.jpg|250px]] [[Image:Pontiac_Firebird.jpg|248px]]

The first F-body cars were produced in 1967, as GM's response to the [[Ford Mustang]]. Originally designed strictly as the platform for the Camaro, [[Pontiac]] engineers were given a short amount of time prior to the Camaro's release to produce a version that matched their corporate styling as well. The F-Body was available as both a hardtop [[coupe]] and a cloth-top [[convertible]]. As was GM policy at the time, Chevrolet and Pontiac both installed their own engines; however, the engine lineups were similar. Both cars could be had with either division's base inline six-cylinder engine, a V8 engine of approximately 5.3 liters (327 in3 for Chevrolet, 326 in3 for Pontiac), or a larger V8 engine of approximately 6.6 liters (396 in3 for Chevrolet, 400 in3 for Pontiac). Due to delays with the design of the second-generation car, the 1969 models were produced longer than usual.

==Second Generation, 1970-1981==

[[Image:2nd-Chevrolet-Camaro.jpg|250px]] [[Image:'70-'81 Pontiac Firebird.jpg|285px]]

The second generation F-Body cars were actually released as '1970 1/2' cars, due to extensive delays in the design and production of the new body style. Both cars grew considerably, with fairly drastic changes in styling to match each brand's updated styling across the lineup. Both cars also received engine options in the 7.4 L range in the earlier years of the second generation - 454 in3 for Chevrolet, and 455 in3 for Pontiac. However, both of these engines would be discontinued as emissions and fuel-economy restrictions made their production costs prohibitive. Performance continued to decline through 1981, as power levels dropped and weight increased.

==Third Generation, 1982-1992==

[[Image:Camaro1.jpg|288px]] [[Image:Transam-wiki.jpg|250px]]

The third generation of the F-Body was introduced for 1982, as a major redesign with a more modern look and a lighter, better-handling car. In a move that would later happen across almost all GM models, the Firebird switched from Pontiac-designed engines to the same Chevrolet engines that powered the Camaro. This was also the only generation of F-Body to be available with a four-cylinder, the [[Iron Duke (engine)|Iron Duke]]. The last Firebird to be built with an engine not available in the Camaro was the 1989 [[Pontiac Trans Am#Third Generation|Turbo Trans Am]], which had a [[Turbocharger|turbocharged]] 3.8 L [[Buick]] V6, derived from the [[Buick Regal#1978|Buick Regal.]]

==Fourth Generation, 1993-2002==
[[Image:2002ChevroletCamaroSS35-001.png|250px]] [[Image:3-29-04-1.jpg|250px]]

The fourth generation of F-body was released in 1993. It was an extensive revision to the third generation car, instead of a clean-sheet design. It was produced until the platform was canceled at the end of the 2002 model year. Unlike most of the years past, the engine choices were simplified considerably; each year, on both the Camaro and the Firebird, there was only one V6 and one V8 available. For 1993 to 1995, the V6 was the [[GM 60-Degree V6 engine#3.4|3.4 L (208 in³) 60°]]; 1996-2002 cars received the 3.8L (231 in³) [[GM 3800 engine#Series II|3800 Series II]] V6. 1993-1997 V8 cars shipped with the [[Second Generation GM small block V8#LT1|5.7L (350 in³) LT1]], while 1998-2002 cars received the [[Third Generation GM small block V8|5.7L (346 in³) LS1]]. Both engines were available with either the [[4L60E]] four-speed auotmatic transmission. V6 engines with a manual transmission had a five-speed unit; the manual for V8 cars was the [[Borg-Warner T-56|T-56]] six-speed, manufactured by either Borg-Warner or Tremec. An optional [[Hurst Performance|Hurst]]-supplied shifter was also available on V8 models.

The F-Body has not had a direct replacement since production ceased in 2002; the closest would be the [[Pontiac GTO#Revival|modern Pontiac GTO]], though it is a larger and heavier car. GM has announced that the Camaro will return in 2009 as a 2010 model, most likely utilizing the [[GM Zeta platform|Zeta]] chassis. There are no plans to revive the Firebird nameplate, to the dismay of its fans.

[[Category:GM platforms|F]]

GM F platform

2008-01-02T18:56:13Z

JakeRobb:

The '''F platform''', or '''F-body''', was [[General Motors Corporation|General Motors]]' small [[rear-wheel drive]] [[automobile platform]] from [[1967]] until [[2002]]. It was based partially on the [[GM X platform]], which was used for compact applications instead of the sporting intent of the F-Body. The only two vehicles to have been built using the F-Body platform are the [[Chevrolet Camaro]] and the [[Pontiac Firebird]]. The fourth character in the [[Vehicle Identification Number]] for an F-body car is "F".

==First Generation, 1967-1969==

[[Image:1968ChevroletCamaroZ28.jpg|250px]] [[Image:Pontiac_Firebird.jpg|248px]]

The first F-body cars were produced in 1967, as GM's response to the [[Ford Mustang]]. Originally designed strictly as the platform for the Camaro, [[Pontiac]] engineers were given a short amount of time prior to the Camaro's release to produce a version that matched their corporate styling as well. The F-Body was available as both a hardtop [[coupe]] and a cloth-top [[convertible]]. As was GM policy at the time, Chevrolet and Pontiac both installed their own engines; however, the engine lineups were similar. Both cars could be had with either division's base inline six-cylinder engine, a V8 engine of approximately 5.3 liters (327 in3 for Chevrolet, 326 in3 for Pontiac), or a larger V8 engine of approximately 6.6 liters (396 in3 for Chevrolet, 400 in3 for Pontiac). Due to delays with the design of the second-generation car, the 1969 models were produced longer than usual.

==Second Generation, 1970-1981==

[[Image:2nd-Chevrolet-Camaro.jpg|250px]] [[Image:'70-'81 Pontiac Firebird.jpg|285px]]

The second generation F-Body cars were actually released as '1970 1/2' cars, due to extensive delays in the design and production of the new body style. Both cars grew considerably, with fairly drastic changes in styling to match each brand's updated styling across the lineup. Both cars also received engine options in the 7.4 L range in the earlier years of the second generation - 454 in3 for Chevrolet, and 455 in3 for Pontiac. However, both of these engines would be discontinued as emissions and fuel-economy restrictions made their production costs prohibitive. Performance continued to decline through 1981, as power levels dropped and weight increased.

==Third Generation, 1982-1992==

[[Image:Camaro1.jpg|288px]] [[Image:Transam-wiki.jpg|250px]]

The third generation of the F-Body was introduced for 1982, as a major redesign with a more modern look and a lighter, better-handling car. In a move that would later happen across almost all GM models, the Firebird switched from Pontiac-designed engines to the same Chevrolet engines that powered the Camaro. This was also the only generation of F-Body to be available with a four-cylinder, the [[Iron Duke (engine)|Iron Duke]]. The last Firebird to be built with an engine not available in the Camaro was the 1989 [[Pontiac Trans Am#Third Generation|Turbo Trans Am]], which had a [[Turbocharger|turbocharged]] 3.8 L [[Buick]] V6, derived from the [[Buick Regal#1978|Buick Regal.]]

==Fourth Generation, 1993-2002==
[[Image:2002ChevroletCamaroSS35-001.png|250px]] [[Image:3-29-04-1.jpg|250px]]

The fourth generation of F-body was released in 1993. It was an extensive revision to the third generation car, instead of a clean-sheet design. It was produced until the platform was canceled at the end of the 2002 model year. Unlike most of the years past, the engine choices were simplified considerably; each year, on both the Camaro and the Firebird, there was only one V6 and one V8 available. For 1993 to 1995, the V6 was the [[GM 60-Degree V6 engine#3.4|3.4 L (208 in³) 60°]]; 1996-2002 cars received the 3.8L (231 in³) [[GM 3800 engine#Series II|3800 Series II]] V6. 1993-1997 V8 cars shipped with the [[Second Generation GM small block V8#LT1|5.7L (350 in³) LT1]], while 1998-2002 cars received the [[GM LS1 engine|5.7L (346 in³) LS1]]. Both engines were available with either the [[4L60E]] four-speed auotmatic transmission. V6 engines with a manual transmission had a five-speed unit; the manual for V8 cars was the [[Borg-Warner T-56|T-56]] six-speed, manufactured by either Borg-Warner or Tremec. An optional [[Hurst Performance|Hurst]]-supplied shifter was also available on V8 models.

The F-Body has not had a direct replacement since production ceased in 2002; the closest would be the [[Pontiac GTO#Revival|modern Pontiac GTO]], though it is a larger and heavier car. GM has announced that the Camaro will return in 2009 as a 2010 model, most likely utilizing the [[GM Zeta platform|Zeta]] chassis. There are no plans to revive the Firebird nameplate, to the dismay of its fans.

[[Category:GM platforms|F]]

Second Generation GM small block V8

2008-01-02T18:55:20Z

JakeRobb:

This article is a stub. Information about the LT1 and LT4 engines should be added here. A brief mention of the LT5 is appropriate, but since it was technically an entirely different engine, it should have its own page.

Talk:Index.php/index.php

2008-01-02T18:44:09Z

JakeRobb:

We should probably delete this page.

GM LS1 engine

2008-01-02T18:42:25Z

JakeRobb:

#REDIRECT [[Third Generation GM small block V8]]

GM LS engine

2008-01-02T18:42:16Z

JakeRobb:

#REDIRECT [[Third Generation GM small block V8]]

Fourth Generation GM small block V8

2008-01-02T18:40:33Z

JakeRobb: fixed link

The fourth generation of the [[GM small block V8]] continued on the LS platform started in the [[Third Generation GM small block V8|third generation]]. This generation added support for [[Active Fuel Management]] and [[Variable valve timing]], although neither feature is common to all fourth-generation small blocks.

As of this writing, there are four engines in this family: LS2, LS3, LS7, and LS9.

== LS2 ==
First introduced in the 2005 Corvette and Pontiac GTO, the LS2 included several evolutionary improvements to the LS1. Rated at 400hp, displacement was increased to 6.0L (364ci). A new set of heads, a different cam, and a change to a 58-tooth reluctor wheel round out the major differences.

== LS4 ==
First used in the 2005 Grand Prix GXP, this engine displaces 5.3L and produces 303hp and 323 lb-ft of torque, features [[Active Fuel Management]], and is available in a transverse layout for front-wheel-drive applications.

== LS7 ==
The LS7 was introduced in 2006 with the Corvette Z06. Displacing 7.0L (427 cubic inches) and rated for 505hp, the LS7 introduced a new head design (known as L92) with massive airflow improvements. Previously unheard of in the automotive manufactoring community, GM hand-built each LS7, even CNC-porting the heads from the factory! A forged steel crankshaft, titanium connecting rods and intake valves, sodium-filled exhaust valves, a dry-sump oiling system and more allowed for a 7000rpm redline.

== LS3 ==
Introduced in the 2008 Corvette to replace the LS2, the LS3 increases displacement to 6.2L, horsepower to 430 (436 with an optional exhaust), and torque to 424 (428 with the optional exhaust). LS3 adopts the L92 heads introduced with the LS7, introduces a new intake manifold, and makes further improvements to the valvetrain compared to the LS2. The block is 20% stronger than the LS2.

== LS9 ==
To be released with the 2009 ZR1 Corvette, the LS9 is essentially a supercharged, intercooled LS3 with several reinforcements and some borrowed components from the LS7. Horsepower is expected to be at least 620, with torque around 600 lb-ft. The LS9 uses Eaton's new sixth-generation, four-lobe, roots-type supercharger, which provides thermal efficiency near that of a turbocharging system, but without the turbo lag. Maximum boost is 10.5psi, with a 9.1:1 compression ratio. The block is 20% stronger than the previous LS3 block (although 2009 and up LS3 engines will use the newer, stronger casting as well). The flywheel bolts to the crankshaft with nine bolts instead of six, and the heads bolt to the block using 12mm bolts instead of 11mm. The crankshaft and main caps are forged steel. The connecting rods are titanium. The head gaskets are four-layer steel instead of two-layer. There are fins in the intake manifold to help direct airflow.

GM small block V8

2007-12-31T17:08:58Z

JakeRobb:

The General Motors Small Block V8 engine was introduced in the 1955 Chevrolet. It displaced 265 cubic inches.

To date, there have been four generations of this family of engines. All of these engines share a common bank angle and cylinder bore spacing, use a cam-in-block (aka pushrod) layout, and have large followings for aftermarket performance upgrades.

== [[First Generation GM small block V8|First Generation]] (1955) ==
* First engine to reach 1hp / cubic inch

== [[Second Generation GM small block V8|Second Generation]] (1992) ==
* [[Reverse-flow cooling]]
* [[Opti-Spark]]

== [[Third Generation GM small block V8|Third Generation]] (1997) ==
* Aluminum block and heads
* Composite Intake Manifold
* Revised firing order
* 15-degree valve angle
* Six-bolt main caps
* Coil-on-plug ignition

== [[Fourth Generation GM small block V8|Fourth Generation]] (2005) ==
* [[Active Fuel Management]]
* [[Variable valve timing]]

A [[Fifth Generation GM small block V8|fifth generation]] is rumored for the future, supporting such advanced features as direct injection and separately variable valve timing for intake and exhaust.

GM small block V8

2007-12-31T17:08:39Z

JakeRobb:

The General Motors Small Block V8 engine was introduced in the 1955 Chevrolet. It displaced 265 cubic inches.

To date, there have been four generations of this family of engines. All of these engines share a common bank angle and cylinder bore spacing, use a cam-in-block (aka pushrod) layout, and have large followings for aftermarket performance upgrades.

== [[First Generation GM small block V8|First Generation]] (1955) ==
* First engine to reach 1hp / cubic inch

== [[Second Generation GM small block V8|Second Generation]] (1992) ==
* [[Reverse-flow cooling]]
* [[Opti-Spark]]

== [[Third Generation GM small block V8|Third Generation]] (1997) ==
* Aluminum block and heads
* Composite Intake Manifold
* Revised firing order
* 15-degree heads
* Six-bolt main caps
* Coil-on-plug ignition

== [[Fourth Generation GM small block V8|Fourth Generation]] (2005) ==
* [[Active Fuel Management]]
* [[Variable valve timing]]

A [[Fifth Generation GM small block V8|fifth generation]] is rumored for the future, supporting such advanced features as direct injection and separately variable valve timing for intake and exhaust.

GM small block V8

2007-12-31T17:07:49Z

JakeRobb:

The General Motors Small Block V8 engine was introduced in the 1955 Chevrolet. It displaced 265 cubic inches.

To date, there have been four generations of this family of engines. All of these engines share a common bank angle and cylinder bore spacing.

== [[First Generation GM small block V8|First Generation]] (1955) ==
* First engine to reach 1hp / cubic inch

== [[Second Generation GM small block V8|Second Generation]] (1992) ==
* [[Reverse-flow cooling]]
* [[Opti-Spark]]

== [[Third Generation GM small block V8|Third Generation]] (1997) ==
* Aluminum block and heads
* Composite Intake Manifold
* Revised firing order
* 15-degree heads
* Six-bolt main caps
* Coil-on-plug ignition

== [[Fourth Generation GM small block V8|Fourth Generation]] (2005) ==
* [[Active Fuel Management]]
* [[Variable valve timing]]

A [[Fifth Generation GM small block V8|fifth generation]] is rumored for the future, supporting such advanced features as direct injection and separately variable valve timing for intake and exhaust.

Third Generation GM small block V8

2007-12-31T17:04:54Z

JakeRobb:

The LS1 engine is first member of the third generation of the [[GM small block V8]] engine. Although touted by GM as an evolutionary development, LS1 engine shares only bore spacing dimensions with the Gen1 and Gen2 small block. The engine was first used in the 1997 C5 Corvette, followed by the Camaro and Firebird in 1998.

== Specifications ==
Displacement is 346 cubic inches. In the 1997 Corvette, this engine produced a factory-rated 345 horsepower (nearly 1hp per cubic inch) and 375 lb-ft of torque. The 1998 Camaro Z28 and Firebird Trans Am were rated 305 horsepower and 335 lb-ft of torque, but it has been repeatedly demonstrated that the actual power output was much closer to that of the Corvette. Camaro SS and Trans Am WS6 models received a 320 hp, 345 lb-ft rating, credited to ram air induction and a freer-flowing exhaust system, but dyno testing indicates that the power difference between the Z28/Trans Am and the SS/WS6 is negligible.

== Technical Information ==
With emphasis on serviceability, most of the LS1's gaskets are re-usable, and an engine can be completely disassembled in just a few minutes.

The firing order of the cylinders (1-8-7-2-6-5-4-3) is different from the traditional small blocks, which increases horsepower, smooths power delivery, and improves reliability by reducing strain on the crankshaft compared to the traditional V8 firing order. The modified firing order also gives the engine a distinct exhaust note. Many enthusiasts feel that the traditional firing order results in a better sound, while others feel that the new sound has an exotic, European feel.

The LS1 abandoned the reverse-flow cooling system of its predecessor, the LT1. This is generally credited to a [http://www.evanscooling.com/evansvsgm/intro.htm|patent dispute with Evans Cooling] over the technology.

Other significant changes from the previous generation:
* Coil-on-cylinder ignition
* Replacement of the troublesome [OptiSpark]
* Composite intake manifold

== LS6 ==
For the 2001 model year, GM introduced the LS6 engine in the Corvette Z06. A new intake manifold, revised heads, and a new camshaft profile raised rated horsepower to 385. All LS1 engines built for 2001 and later used the revised LS6 intake manifold and a different camshaft, increasing horsepower ratings by 5 hp and 5 lb-ft across the board (350hp in the Corvette, 310 in the Z28/Trans Am, and 325 in the SS/WS6). For 2002, the LS6 received a new camshaft, increasing power output to 405 hp.

== Successors ==
The LS platform was further extended by a [[Fourth Generation GM small block V8|fourth generation of engines, including the LS2, LS7, LS3, and LS9]].

Fourth Generation GM small block V8

2007-12-31T17:04:36Z

JakeRobb:

The fourth generation of the [[GM small block V8]] continued on the LS platform started in the [[Third Generation GM small block V8|third generation]]. This generation added support for [[Active Fuel Management]] and [[Variable Valve Timing]], although neither feature is common to all fourth-generation small blocks.

As of this writing, there are four engines in this family: LS2, LS3, LS7, and LS9.

== LS2 ==
First introduced in the 2005 Corvette and Pontiac GTO, the LS2 included several evolutionary improvements to the LS1. Rated at 400hp, displacement was increased to 6.0L (364ci). A new set of heads, a different cam, and a change to a 58-tooth reluctor wheel round out the major differences.

== LS4 ==
First used in the 2005 Grand Prix GXP, this engine displaces 5.3L and produces 303hp and 323 lb-ft of torque, features [[Active Fuel Management]], and is available in a transverse layout for front-wheel-drive applications.

== LS7 ==
The LS7 was introduced in 2006 with the Corvette Z06. Displacing 7.0L (427 cubic inches) and rated for 505hp, the LS7 introduced a new head design (known as L92) with massive airflow improvements. Previously unheard of in the automotive manufactoring community, GM hand-built each LS7, even CNC-porting the heads from the factory! A forged steel crankshaft, titanium connecting rods and intake valves, sodium-filled exhaust valves, a dry-sump oiling system and more allowed for a 7000rpm redline.

== LS3 ==
Introduced in the 2008 Corvette to replace the LS2, the LS3 increases displacement to 6.2L, horsepower to 430 (436 with an optional exhaust), and torque to 424 (428 with the optional exhaust). LS3 adopts the L92 heads introduced with the LS7, introduces a new intake manifold, and makes further improvements to the valvetrain compared to the LS2. The block is 20% stronger than the LS2.

== LS9 ==
To be released with the 2009 ZR1 Corvette, the LS9 is essentially a supercharged, intercooled LS3 with several reinforcements and some borrowed components from the LS7. Horsepower is expected to be at least 620, with torque around 600 lb-ft. The LS9 uses Eaton's new sixth-generation, four-lobe, roots-type supercharger, which provides thermal efficiency near that of a turbocharging system, but without the turbo lag. Maximum boost is 10.5psi, with a 9.1:1 compression ratio. The block is 20% stronger than the previous LS3 block (although 2009 and up LS3 engines will use the newer, stronger casting as well). The flywheel bolts to the crankshaft with nine bolts instead of six, and the heads bolt to the block using 12mm bolts instead of 11mm. The crankshaft and main caps are forged steel. The connecting rods are titanium. The head gaskets are four-layer steel instead of two-layer. There are fins in the intake manifold to help direct airflow.

Fourth Generation GM small block V8

2007-12-31T17:04:00Z

JakeRobb:

The fourth generation of the [[GM Small Block V8]] continued on the LS platform started in the [[Third Generation GM small block V8|third generation]]. This generation added support for [[Active Fuel Management]] and [[Variable Valve Timing]], although neither feature is common to all fourth-generation small blocks.

As of this writing, there are four engines in this family: LS2, LS3, LS7, and LS9.

== LS2 ==
First introduced in the 2005 Corvette and Pontiac GTO, the LS2 included several evolutionary improvements to the LS1. Rated at 400hp, displacement was increased to 6.0L (364ci). A new set of heads, a different cam, and a change to a 58-tooth reluctor wheel round out the major differences.

== LS4 ==
First used in the 2005 Grand Prix GXP, this engine displaces 5.3L and produces 303hp and 323 lb-ft of torque, features [[Active Fuel Management]], and is available in a transverse layout for front-wheel-drive applications.

== LS7 ==
The LS7 was introduced in 2006 with the Corvette Z06. Displacing 7.0L (427 cubic inches) and rated for 505hp, the LS7 introduced a new head design (known as L92) with massive airflow improvements. Previously unheard of in the automotive manufactoring community, GM hand-built each LS7, even CNC-porting the heads from the factory! A forged steel crankshaft, titanium connecting rods and intake valves, sodium-filled exhaust valves, a dry-sump oiling system and more allowed for a 7000rpm redline.

== LS3 ==
Introduced in the 2008 Corvette to replace the LS2, the LS3 increases displacement to 6.2L, horsepower to 430 (436 with an optional exhaust), and torque to 424 (428 with the optional exhaust). LS3 adopts the L92 heads introduced with the LS7, introduces a new intake manifold, and makes further improvements to the valvetrain compared to the LS2. The block is 20% stronger than the LS2.

== LS9 ==
To be released with the 2009 ZR1 Corvette, the LS9 is essentially a supercharged, intercooled LS3 with several reinforcements and some borrowed components from the LS7. Horsepower is expected to be at least 620, with torque around 600 lb-ft. The LS9 uses Eaton's new sixth-generation, four-lobe, roots-type supercharger, which provides thermal efficiency near that of a turbocharging system, but without the turbo lag. Maximum boost is 10.5psi, with a 9.1:1 compression ratio. The block is 20% stronger than the previous LS3 block (although 2009 and up LS3 engines will use the newer, stronger casting as well). The flywheel bolts to the crankshaft with nine bolts instead of six, and the heads bolt to the block using 12mm bolts instead of 11mm. The crankshaft and main caps are forged steel. The connecting rods are titanium. The head gaskets are four-layer steel instead of two-layer. There are fins in the intake manifold to help direct airflow.

Variable valve timing

2007-12-31T17:00:49Z

JakeRobb:

Variable valve timing is a feature of many engines which allows the intake and/or exhaust valves to be opened and closed earlier or later, depending on conditions, in order to promote better drivability at low RPM, more power and high RPM, and/or increased fuel economy.

Active Fuel Management

2007-12-31T16:58:44Z

JakeRobb:

Active Fuel Management is the marketing name GM uses for its variable displacement system, in which some (usually half) of an engine's cylinders are disabled in order to save fuel when the vehicle is cruising or coasting.

Active Fuel Management

2007-12-31T16:58:21Z

JakeRobb:

Active Fuel Management is the marketing name GM uses for its variable displacement system, in which some (usually half) of an engine's cylinders are disabled in order to save fuel.