Everything You Need To Know About The Chevy LS Engine
Dust Runners Automotive Journal:
What's up guys, this is Bryce with Dust Runners Automotive Journal and today we're going to talk about why the Chevy LS engine family is so awesome.
The Chevy LS was first debuted in the
1997 Chevy C5 Corvette.
GM called it the "Gen III" small-block, now known as the LS1. The LS1 is a 5.7 liter engine
and it features an all aluminum design.
It also features coil near plug ignition and various other new engine management features these new features made it vastly greater than the previous
generation small-block. In 1998 the LS1 replaced the LT1 found in Camaros and Firebirds, Chevrolet
then began producing iron block "Gen III" small-blocks which came in pickups and SUVs.
Chevrolet later produced the "Gen IIII" small-block, which featured mpg boosting cylinder deactivation.
The Gen IIII also featured larger displacements compared to the Gen III and a reengineered camshaft sensing system.
These were all great improvements to the LS engine family making it a world-class engine
the Gen 4 family includes the LS2, LS3,
Supercharged LS9, supercharged, LSA and the LS7. One of the many reasons is Chevy
LS is so good is its strength, after al,l what would a good engine be without solid foundation?
Chevrolet designed the gen 3 LS block as a "Y" block.
This "Y" block design helps increase rigidity in the main cap area by using six bolt main caps on the crankshaft,
four bolts are facing vertically and two bolts
horizontally that clamped the block wall to the main cap. This is what GM engineers call snap fit cross bolting. This design provides great
crankshaft and block rigidity. Previous small-block Chevy engines did not use this design.
Chevrolet took it a step further by not
just designing an incredibly strong bottom end, but also a very strong top end Chevy designed the block to take extra long head bolts
that thread deep into the block. This minimizes cylinder bore distortion and variation in the head bolt torque.
Chevy also raised the camshaft up and further away from the crank, which allows them to clear a four inch stroke crankshaft.
Chevy used a 4 inch stroke crank to achieve the 7 liter displacement of the LS7.
To further increase the strength on top of the engine they used a valley plate.
The valley plate is a large plate of metal that covers the valley where the lifters reside.
This increases the strength of the block by bolting each side of itself onto one metal plate.
The pistons are the weakest point in the LS engine. They're pretty strong, but once you start getting into serious performance
they are the first component to fail. All of this combined made the LS stronger and smaller than any other GM small-block before it.
Since the Chevy LS was put into so many cars and trucks there are tons of them laying around.
This has helped keep prices fairly low and with the rising popularity of LS swaps the prices dropped even further.
You can literally walk into almost any junkyard in America and find an LS engine within a few minutes.
A great example would be the world-famous beater bomb which is the true meaning of ballin on a budget.
The beater bomb is a world-famous street racing Fox Body Mustang. he has blown up a few LS engines from spraying a ton of nitrous.
Luckily all he has to do is walk into a junkyard with a couple hundred dollars to get a new LS engine.
Another great thing about the LS engine is how many different displacement options there are.
Chevy trucks came with either a 4.8L, 5.3L, or 6.0L engine.
Newer Chevy trucks have the option for a 6.2 liter engine.
Car engines came in 5.3L, 5.7L,
6.0L, 6.2L and 7.0L sizes. Some were even configured for front-wheel drive cars.
The rise of stroker kits has also increased in number of displacement options. The LS7 can be pretty expensive,
but you can always buy a 427ci stroker kit for your LS3.
If you count Chevy Performance LSX engines then the biggest available LS engine would be the LSX 454.
The cheapest of the LS engine family is the 5.3L truck engine that came in most trucks and SUVs that Chevrolet is produced.
All of these engines have been pushed past 1,000 horsepower by racers and have done
so fairly reliably. As you can imagine the aftermarket for the Chevy LS has exploded since its massive rise.
From just basic bolt-ons like an intake and exhaust, all the way up to race spec cylinder heads and turbo kits.
The most common modification being a high performance camshaft, which is the best bang for buck upgrade you can do on the LS engine.
The rise in popularity of LS engines has also helped mold some of the world's best engine builders into LS masters.
Companies like Nelson Racing Engines have become extremely popular due to their knowledge of the LS engine.
These companies really know how to get the best bang for buck out of them, from
mild builds to high horsepower street cars to full race cars.
Companies like Nelson Racing Engines can build one incredible little LS engine for your application.
Chevy has also jumped into the aftermarket game with its own engine. Chevrolet Performance
produces the LSX, the holy grail of Chevy LS engines, the most powerful being the LSX454r
which produces around
770 horsepower and 620 foot-pounds of torque.
Chevrolet Performance also produces high strength blocks as well as many other components to hop up your LS engine.
The aftermarket also makes tons of swap kits making it a breeze to swap an LS engine into basically any automobile you want.
Chevy really knew what they were doing when they design LS engines the factory heads flow nearly as good as
Nascar heads did at the time which is around 300 CFM.
They achieved this by using modern computer technology to test different port lengths and designs to find the best performing head design.
You may be surprised by how port shape, size, and length can affect torque and horsepower ratings.
Chevrolet also designed the intake manifold using similar technology.
They aimed for the LS engine to produce usable power really low in the RPMs and decent power up high. They also made the cam core massive
Which means you can easily fit a .600"+ lift camshaft and it won't be that harsh on your motor.
Chevy LS engines are known to respond to modifications really well even an intake and exhaust will gain a substantial amount of horsepower.
The typical head cam swap is known for gaining well over 100 horsepower.
Some people even leave the stock heads on and just have them worked over
Combined with a big cam many LS engines are making over 440whp.
The LS engine family is known for having smaller proportions than its competitors engines making it much easier to swap into cars with small engine
bays like the Mazda Miata.
The main reason they're such a compact engine is because of their old-school push
rod design. As well as all of the modern technologies they used when designing the engine block.
The push rod design that they continue to use is almost unlike any other modern engine which have overhead cams. You
can achieve better performance and economy with an overhead cam, but at the cost of a much larger and heavier engine.
Thanks to the all aluminum design a fully dressed LS1 is nearly as light as a cast-iron
4-cylinder. For example a stock 1995 Nissan 240SX with a full tank of fuel weighs around
2,900 pounds
The same car under the same circumstances with an LS1 swap weighs in around 2,950 pounds.
That's a gain of around 50 pounds which is pretty much nothing when you consider you're gonna be gaining hundreds of
foot-pounds of torque and horsepower.
Here's the bottom line the LS is cheap, light, compact, and makes a ton of horsepower.
It can fit it into nearly anything you want and it can be done on a tight budget.
From the average Joe to a professional racer the LS engine is perfect for nearly anything.
Be sure to hit that subscribe button if you like this video and let us know in the comments what we should talk about in
our next video. This is Bryce with Dust Runners Automotive Journal signing off.
Chevy LS: Best Engine Swap Ever? | WheelHouse
Donut Media:
It’s a cliche at this point: “Dude, cool
project, got any plans for it?”
“Ah Dude, LS swap, throw a cam in there,
put the LS6 heads on it, it’s gonna be sick!”
“Oh, cool”.
Yeah, LS Swaps are a little played out.
But I wanted to find out why more people are
doing them than ever before.
From muscle cars, to drifters, to this Delorean.
Welcome to WheelHouse.
In the early 90s, GM knew that time was limited
for their small block V8.
Foreign competitors were selling cars with
less power but much better fuel economy.
But GM was like “Nah dude, we’re good”, And
got to work redesigning their workhorse small
block.
The LS1 debuted in 1997 with the release of
the new C5 Corvette.
The block was made of aluminum
which was super light, and the 5.7 liter engine
made 345 horsepower and 350 pounds of torque.
Drivers and critics were
like, yo, this LS thing is sick.
Then in 1999, Chevy released a cast Iron version
for use in trucks and SUVs, which they’ve
since branded “Vortec”.
In 2001, Chevy updated the LS1's design with the
release of the LS6.
It was stronger, better flowing, and had higher
compression.
But why’d Chevy go from LS1 to LS6?
Well, the LS6 was used in the 2001 Corvette
Z06.
So you have LS6, and Z06, I guess that makes
sense.
Anyway, the LS1, LS6 and every other LS all
share a common architecture.
Ultimately, this means that parts between
engines are stupid interchangeable as long
as you do some research.
I can’t tell you who the first person was
to LS swap their car- BECAUSE THEY’RE DEAD.
But I can tell that whoever they are, ignited
a trend that swept the US.
People will LS Swap literally anything.
Muscle cars make up a large majority of LS
usage.
For decades the go-to small block for muscle
cars was the Chevy 350, I mean I had one in
my Trans Am, but people when people started
seeing the benefits of fuel injection, they
started putting the LS in their project cars
instead.
But what if you don’t want muscle car?
The Nissan 240SX is a prime example, with
tons of Formula Drift competitors using the
LS in their race cars.
The Miata is another good option.
Who wouldn’t want a lightweight roadster
with a V8 up front?
That’s what the Shelby Cobra was!
But Nolan, the 240 and Miata are so predictable,
everyone and their mom does LS Swaps on those
cars.
I hear you.
Here are some of the craziest swaps we were
able to find.
This is a 1936 Cord Westchester, notable,
for being one of the world’s first front
wheel drive cars That’s right, this quirky
looking pre-war sedan has a Corvette engine
sending power through a Porsche
transmission to the front wheels.
It’s nuts.
But that’s nothing!
This guy, Connor Hofford, stuffed an LS into
his 1984 VW GTI.
His car debuted at last year’s SEMA show,
and blew people away with it’s custom tube
chassis, that was pretty much all hand built.
Thing is just insane.
Connor, if you’re watching, let’s hang
out dude.
Bring the car by the office, we would love
to see it.
And it doesn’t end there.
This Delorean has an LS in the back!
It’s finally as fast as it looks!
Okay so we know a little bit of the LS’s
History, and why it’s a good engine, and
that a lot of people have put them in a wide
variety of cars that aren’t Chevy’s.
But none of that really tells us why they
do.
Luckily, there’s a pretty simple answer.
The LS is small.
And I’m not talking displacement.
When someone says that an engine is big like
a 427 cubic inch, they’re not talking about
the engine’s physical size.
Engines are basically air pumps, and displacement
refers to the amount of air that passes through
an engine when each piston goes from top to
bottom dead center..
So if we use the LS1 as an example, its a
5.7 liter engine.
It’s got 8 cylinders, a stroke of 3.62 inches,
and a bore of 3.898.
We take those measurements and put them into
this equation, and we get 347 cubic inches.Convert
that to metric and our engine breathers
5.7 liters of air.
So the LS keeps a typical V8 displacement,
while being physically smaller than its competitors.
How?
well most new engines use overhead camshafts which
allow for more aggressive valve lift at higher
RPMs and the use of more than two valves per
cylinder.
Chevy didn’t bother doing that that.
The LS still has it’s cam in- block with
two valves per cylinder, just like your grandma’s
old Buick Special.
And since the cams aren’t hanging out in
the cylinder heads, the engine is shorter
in height and skinner too.
Conventional wisdom says that overhead cam
engines should easily outperform in-block
cam engines because they can put more air
into the cylinders.
But more air is no good if it has a hard time
getting into the cylinder.
So Chevy decided to focus their energy on
airflow.
And that’s why, despite having fewer valves,
the LS is one of the best breathing engines
ever made.
It just breathes really, really well.
And that’s it’s main advantage.
So, it has a physical size advantage, stellar
airflow, and keeps the conventional V8 displacement.
This makes it the perfect candidate for swapping
into oddball cars like the Miata, Delorean
and that GTI.
It all comes down to size.
Going back the 240SX, a built LS will be the
same size and sometimes lighter than the stock
turbocharged four cylinder engine.
And there’s no turbo lag.
You might be like me, thinking about which
car you would swap an LS into.
You might have something in your driveway
right now that would make a perfect project.
But how do you choose which LS to get?
It can be pretty challenging there’s like...a lot
of them.
Well if you’re on a shoestring you should
look for a 5.3 liter Vortec.
Remember these are LS engines but they’re made of
cast iron so they’re about 100 pounds heavier
than the aluminum ones.
BUT, they’re everywhere, and that means
they’re cheap.
a lot of magazines say you can find these
things for like 500 bucks.
Not a bad place to start.
Maybe you want to turbo a V8.
You should go look for a 4.8L Vortec.
It’s another cast iron engine, and it’s
the smallest of the LS's, but smaller displacement
means more meat on the cylinder walls, and
that means you can run a ton of boost without
worrying about cracking the block.
The 4.8 is a great option for people looking
for budget boost.
But what if you want to be completely insane
and build an LS swapped Honda?
Well you can do that too.
The LS4 was designed with front wheel drive
cars in mind like the Impala SS.
I found this build online by Ryan Standke,
where he transplanted an LS4 into his Aruca
RSX AND boosted it.
This thing is insane.
And I think of all the builds we’ve talked
about today it’s my favorite, because it’s
so wrong but so right.
So as you can see, there’s limitless potential
for the LS swap.
And yeah, it’s a popular thing to do right
now but for good reason.
I’ll admit I was a hipster about this LS
Swap thing before I looked into it.
I’m not even a Chevy guy but who doesn’t
love the sound of a V8?
(Righteous V8 noises)
Who doesn’t want that power in their car?
(More righteous V8 noise)
It’s a no brainer.
And the only limit is your own creativity.
(dat good good V8 rumble)
Do you have an LS swap in your car?
I’d love to see it, post it down in the
comments!
The LS is nowhere close to being the first
engine but if you want to know what the first
car was go back to last week’s episode right
here.
If you like the Corvette, check out the up
to Speed on the Corvette.
If my Mustang ever dies, i would definitely
think about LS swapping it, I think that would
be hilarious.
Ford, Chevy guys go fight in the comments.
Thanks for watching, bye :)
Chevy LS Engine Parts Swap Conversion Install Overview How-To Tutorial Performance Chevrolet Car
JEGS Performance:
Announcer: Brought to you by JEGS.
[music]
Chase: LS swaps have been taking place all
over the nation for well on a decade, and
for good reason.
They're lightweight, fuel-efficient, easy
to work on, and they make great power with
relatively few modifications.
Over the years, we've had a lot of the LS
vehicles come through our shop, like this
1955 Chevrolet, and now, thanks in large part
to a huge aftermarket offering, swapping an
LS between the fenders of your favorite muscle
car is now easier than ever.
Whether you picked up an LS from the junkyard
or you're starting out with a brand new crate
engine, there are many solutions out there
to help you bolt that block to your favorite
chassis.
In order to help you through your own swap,
we've teamed up with the guys over at JEGS
to show you a few of the components that you'll
need.
The first thing to consider when swapping
an LS into a vehicle is how it's going to
bolt to the chassis.
Rest assured that there's a vendor out there
that makes engine and transmission mounts
and crossmembers for virtually any application.
Another important item to consider when planning
for your LS swap are the headers.
Take these Hooker LS Swap Headers, for example.
They're available in a 1 3/4-inch primary,
and they're available from everything from
a '67 to '81 F-body to a Nissan 240SX and
the S13 or S14 chassis.
The final consideration when swapping an LS
into any car is the oil pan.
This pan from Chevrolet Performance allows
you to swap in almost any LS application into
your favorite muscle car.
When it comes to mounting your pre-1997 transmission
to your new LS motor, there's a couple of
different options you have.
The first option is to get a custom torque
converter.
The second, and probably easier, option is
to use one of these, which is an adapter ring
which pushes your flywheel out closer to your
transmission.
This will work with all TH400, 350, and 700R4
transmissions and the bellhousings will as
well, as they don't require an adapter to
bolt to an LS engine.
A modern engine requires modern cooling, and
specifically the LS requires the inlet and
outlet on the radiator to be on the same side.
There are several ways to accommodate this,
but the easiest way is with a kit like this
from Be Cool, which comes with all the fan
shrouds, hoses, and everything you need to
accommodate your new LS engine.
When it comes to controlling the throttle
on your LS, you have a couple of different
choices.
You've got either a cable-driven throttle
body or a drive-by-wire throttle body, and
if your wiring harness is set up for a drive-by-wire
throttle body, the simpler solution might
be to just add a pedal position sensor, which
will alleviate a lot of headaches in the long
run.
Wiring a modern LS can arguably be the most
daunting point of any project, but a lot of
aftermarket companies provide a complete solution,
like this kit from Chevrolet Performance,
which allows you to swap an LS into virtually
any application.
For those of you that want the modern capabilities
of the LS engine, but want the old-school
look and feel of a carbureted application,
Holley provides these kits, which have come
with an intake manifold that will swap onto
an LS engine, as well as a controller that
still will allow you to run coil-near-plug
as well as all of the refinements of an LS
system.
When it comes to feeding your new LS engine,
there's only a handful of options.
You can either take the stock fuel pump and
retrofit it into your current tank, you can
order a new custom tank that has a GM fuel
system assembly in it, or you can mount an
external fuel pump.
Once you have your high-pressure fuel source
figured out, it's time to think about engine
management.
What we've got here is the MSD Atomic EFI
for the LS engine.
This Atomic EFI LS Master Kit comes with what
you need to either do a return or a returnless
fuel system, and it also has a control unit
and wiring harness built right into the fuel
rails.
It also comes with a tuning unit that allows
you to select whether you want a cable-driven
throttle body or a drive-by-wire throttle
body, eliminating the necessity to re-tune
the computer or eliminate pigtails on the
wiring harness.
One of the things that makes this really cool
is the controller will allow you to compensate
for cams, nitrous, power-adder applications,
all without extensive tuning knowledge, and
directly from this box.
Another thing to consider when planning your
LS swap is the air intake system.
There are many vendors out there that provide
application-specific kits, or you can get
universal pieces, like this one from Spectre,
that comes with the mass air flow sensor port
all ready to go.
One of the final things to consider before
cranking up your LS is the front accessory
drive system.
Now, you're gonna wanna take careful measurements
and make sure that they're not interfering
with sheet metal or frame rails, but with
kits like these from Chevrolet Performance,
it's a pretty straightforward process.
These kits from Chevrolet Performance come
with everything you need, including an alternator,
A/C pump if you choose, and the power steering
pump.
As you can see here, the aftermarket has come
up with a solution to virtually any problem
you can run into while doing an LS swap.
We've only scratched the surface here, and
hopefully we've provided you with some inspiration
to start your own swap.
Announcer: Brought to you by JEGS.
Fast delivery.
Your source for high performance and quality,
delivering performance since 1960.
JEGS.com.
Chevrolet Performance LS Engine Controller Kit Chevy Complete Control Solution
JEGS Performance:
A precisely calibrated engine control module
is essential to making your fuel injected
LS engine perform in your older vehicle. And
Chevrolet Performance is your source for controller
systems designed for easy connecting cruise
installation, and in most cases, no need for
third party tuning adjustments. Unlike production
controllers that may or may not come with
a used engine, Chevrolet Performance controllers
are calibrated for installation in older vehicles.
That means in many of the features required
for late model production vehicles are turned
off because they're not required in older
cars and trucks. That means features that
may trigger a diagnostic trouble code and
possibly affect performance, which requires
additional tuning, are not enabled.
Our inclusive kits deliver all the components
required to plug into the engine and get it
running. Most Chevrolet Performance engine
controller kits include two oxygen sensors
and bosses for installation in the exhaust
system, a mass air flow meter and mounting
boss for installation in the air intake system,
a throttle pedal assembly for use with electronically
operated throttle body, a specific oil pressure
sensor compatible with the harness, a complete
wiring harness with fuse box and necessary
cam sensor and map sensor jumpers, and the
program control module or ECM as it is commonly
known. The kits also include detailed instructions
to help you do it right the first time even
if you have no experience. Each controller
kit from Chevrolet Performance is a true standalone
system. All that's needed to get a vehicle
running with it are power and ground sources,
a high pressure electric fuel pump and an
electric cooling fan.
Connect and cruise engine controller kits
from Chevrolet Performance are presently available
for 2007 through 2009 5.3 liter engines, LS2
6 liter engines with 58X reluctor wheels,
LS3 6.2 liter production engines, LS376 480
and LS376 525 Chevrolet Performance crate
engines, LS7 Corvette 7 liter production engines,
LSA 6.2 liter production super charged engines
and for the LSX 454 crate engine using electronic
fuel injection from Chevrolet Performance.
Check the current Chevrolet Performance catalog
for specific model and year applications before
ordering your controller kit. Chevrolet Performance
engine controller kits come with a 12 month
or 12,000 mile warranty. Chevrolet Performance
engine control kits are not intended for marine
applications. Check with your Chevrolet Performance
dealer or Performance retailer for price and
local availability.
GM LT vs LS Engines
WranglerJKLS:
Active Fuel Management
6 bolt main caps
Proform 67605 LS Chevrolet GM Chevy Engine Valve Spring Compressor Tool
JEGS Performance:
PROFORM's new On-Head Spring Compressor for
LS engines is the perfect way to easily compress
the valve spring and safely remove the keeper.
Slowly release the pressure and you're done.
For more information about part number 67605,
please visit, proformparts.com.
How V8 Engines Work - A Simple Explanation
Engineering Explained:
Hello everyone and welcome in this video
we're going to be learning how V8 engines work
starting off simple and then diving into the details of the 3D printed Chevy Camaro lS3 V8
engine seen here so starting with the very obvious
V8 engines get their name from having a cylinder block in the shape of a V in this case at 90 degrees and
from having eight cylinders in this case the numbering starts at the front most piston on the right
and then works its way back 1, 2, 3, 4, 5, 6, 7, and 8.
This engine operates under the same basic principles as any other gasoline four-stroke engine
focusing on just a single cylinder first the piston pulls in air and fuel as it moves downward
then it compresses that air and fuel as the piston moves upward next a spark plug fires
igniting the air fuel mixture and forcing the piston downward and
finally the piston pushes out the exhaust gasses on its way back up before the cycle repeats itself now in a V8 engine
this cycle is happening in eight different cylinders at different times
instead of multiple cylinders firing at the same time you want them to be spread out so that power delivery is smooth for
this Chevy V8
the firing order is 1, 8, 7, 2, 6, 5, 4, 3
with eight cylinders
there is a cylinder firing for every 90 degrees of the crankshaft rotating
which means that at any point in time there are two cylinders on the power stroke a
four-cylinder engine would only have one cylinder firing at a time meaning the power delivery wouldn't be as smooth
so now let's look at the valve train to see how air flows in and out of the engine
the intake air comes from the top of the engine and into the sides of the cylinder head
the exhaust flows to the sides of the engine
exiting the exhaust valves from the cylinder head looking at the cylinder head removed from the engine you can see that
there is a single intake valve and a single exhaust valve though it's also common to see engines with two intake valves and two exhaust
valves in this case the larger valve is the intake valve and the smaller valve is the exhaust valve
the pushrod valvetrain gets its name from the metal push rods
which activate the rocker arms which open up the valves the camshaft
located in the center of the V of the engine block has lobes on it
which pushed the push rods up opening the appropriate valves here
you can see a simple
demonstration of the push rod being used to open up the intake valve
it presses against the rocker arm seen in red forcing the intake valve open the camshaft
which operates the valves is geared to the crankshaftm
which is what ultimately all the Pistons are trying to rotate for every two rotations of the crankshaft the
camshaft rotates once if we remove the oil pan from the engine we can see the operation of the crankshaft the
crankshaft is the yellow shaft and there are added weights to it for balancing the engine the connecting rods are in brown which connect the
crankshaft to the Pistons what's cool about V8
engines is that the two pistons across from one another are actually paired to the same crankshaft bearing so moving on to those large yellow
counterbalance weights
looking at the first pair of cylinders
you'll notice that as one piston reaches the very top the counterbalance is directly across from it
balancing out the force as it rotates another 90 degrees it now counters the other Pistons force
rotating another 90 degrees the first piston has reached the bottom and the weights counter that downward force with an upward force and then
finally another 90 degrees later the second piston reaches the bottom
where its downward force is once again countered with an upward force.
This is actually balancing out a rocking moment caused by the Pistons movement in full swing
though the whole engine may look complicated from a balancing standpoint
it actually is extremely smooth running with no first or second order
vibrations and only a first-order moment that is countered out through the crankshaft design
all of this is to say that the engine runs very smoothly now this particular V8
is what is called a crossplane V8
which means each connection point on the crankshaft is
offset 90 degrees meaning the pistons operate in two planes or a cross plane the alternative is a flat plane crank
shaft where the pistons are simply offset 180 degrees meaning they all operate in a single or flat plane
the advantages of this engine style include its large
displacement which often correlates with generating lots of power while in a generally compact and very rigid form they have very little vibration
however compared to some engines
they have a relatively higher center of gravity and are complex
since they require two separate cylinder heads rather than just one like an inline engine generally speaking although
they are compact in form they are still quite heavy compared to smaller style engines though of course while producing more power
if you found this helpful
I have included links to other videos you may enjoy
also a huge shout out to Erik Harrell for lending me the 3D printed V8 engine.
I will include links to his work in the video description as always feel free to leave any questions or comments below and
thanks for watching.
"I Built It To Drive" - 52' Chevy Sedan - Holley LS Fest West
HolleyPerformance:
Yeah, I built it to drive, that was my goal,
you know I wanted to build something I could
drive to work every day and still get good
mileage out of it but then still have 7-8
hundred horsepower.
I'm Dustin Meyer and I'm at Holley LS Fest
West.
It's a small cubic inch 4.8 LS, I did a Vortech
WSI the P7 race trim supercharger on it, it's
running about 18 pounds of boost, it's got
all of Holley's fuel pump and mid-rise intake
on it, it's a pretty fun car.
We build cars so we build a lot of sleds and
stuff and this, they mainly turn these into
sleds so I wanted to build something that
is like a 70's style hot rod and I think that
is what I accomplished.
It's a small cubic inch 4.8, we did a big
set of heads on it, Holley's Mid-Rise intake,
it's got injector dynamics, the ID1000.
We did a Flex Fuel set up so we can run it
on pump gas or E85 so right now it's on full
ethanol so I can get some more timing and
some more power out of it, but it runs good.
I've had it for about five years, six years,
right when I got it it had a six cylinder
in it and it really just wasn't fun to drive,
I'm a horsepower guy.
I started tearing it apart and it snowballed
into a full frame and powder coating and it
snowballed it always does but that's when
I got into the motor and I thought, well if
I go this far I might as well go that far
so I thought I wanted to put a fuel injected
motor in it so I started researching it and
it was going to be a stock 4.8 with a small
supercharger in it and it kind of went out
of control from there.
Is the 2019 Chevrolet Silverado the Best Silverado Ever? | First Drive | Edmunds
Edmunds:
TRAVIS LANGNESS:
Welcome to Wyoming.
I'm Travis Langness
for Edmunds.com,
and this is the all-new
2019 Chevrolet Silverado.
Basically, it's redesigned from
the ground up, from the frame,
to the body, to the powertrains.
It's bigger.
It's longer.
It's wider.
But we want to know if it's
the best Silverado Chevy's ever
made, so we're going to
take it out for a drive.
So we're in the
mountains in Wyoming
and we're driving around
in the new Silverado 1500.
And really, this feels
like an updated Silverado.
It doesn't feel
completely redesigned.
It feels really familiar.
So what's changed
about the Silverado?
The frame is built using
different materials.
It's a longer wheelbase.
It's longer from nose to
tail by almost two inches.
Pretty much all of the towing
improvements across the board
for the Silverado
come from the fact
that the truck is
450 pounds lighter
than the previous generation.
Now, that's coming
from differences
in steel, the aluminum hood,
aluminum tailgate, aluminum
doors, differences in
the strength of steel
in the chassis.
They took 80 pounds out
of the frame, another
80 pounds out of the
bed of the truck,
so instead of one
stamping, they've
used three different
pieces, which
also makes the bed of the truck
as much as seven inches wider
in the bed.
And also, you're looking
at the first up and down
power tailgate in
any full-size truck.
Kind of a no-brainer
on trucks these days.
Everybody's using a
power lift gate in SUVs.
Why haven't we
done it on a truck?
Under the hood is
the 5.3 liter V8.
Now, people from the last
generation Silverado,
if you own one of those, you'll
think, oh, so same engine.
Well, yes and no.
There is a 5.3 available with
the old six-speed automatic
transmission, but
the one we're driving
has the new
eight-speed automatic.
And it's the updated version
of that 5.3 liter V8.
So basically, what you get is
a different fuel management
system that Chevy says
will increase fuel economy.
And it-- for my
butt [? dyno-- ?]
hasn't changed the way the truck
drives much, which is good.
Gives you good power uphill,
gives you a good burst
as you're going
to pass somebody.
But what has changed
with the eight-speed
is it's quiet in here.
There's several
other power trains.
So you can get a diesel.
You can get the base V6.
You can get this V8 or
the six-speed transmission
with the older version of the
V8, different fuel management.
And you can get the 6.2 liter,
as well as that turbo four
cylinder.
If you don't need as much
towing or hauling capability,
that turbo four cylinder,
that may be the motor for you.
For me, I'd probably go
with the 5.3 or the 6.2.
They feel a little bit better,
have a little bit more thrust.
We don't have the
optional 22-inch wheels
on this truck, which
is absolutely something
I would avoid, because with
the standard wheel and tire
package, ride comfort's
great in this.
These seats are not the
high-end leather seats.
They're cloth, and
they feel great.
Going up a mountain road,
they feel just fine.
The split heating
function works great.
And really, if you're going to
go on a 1600 mile road trip,
tow a trailer, and take
your family on vacation,
this is an easy place to do it.
Also, this center
console comes up.
Take it up real quick, so
you can have a third person
up front sitting here.
Chevy did say that
the drag has changed.
As their dynamics
have gotten better,
drag has decreased with
the front end redesign.
And that's a small marginal
increase in fuel economy,
along with what will probably
be marginal increases
from the eight-speed automatic.
This one is, I believe,
19 MPG combined
with the 5.3 and
the eight-speed.
Along these roads-- they're
not perfect, obviously,
these aren't highly maintained
city roads-- the Silverado
feels really good.
It's not a bouncy ride quality.
Big sharp impacts aren't
really making their way
into the cabin.
Everything feels pretty
well-insulated from underneath,
especially when you've
got a good amount of tire
sidewall, which this truck has.
There's not a lot of body roll.
If you're worried about ride
quality on a pickup truck,
this one is doing just fine.
So this is the interior
of the new Silverado.
It's not so much a redesign
as much as it is an evolution.
For starters, we'll go with
this big monolith of a center
console.
This is just one giant piece.
It's not as high-content
as it could be.
We're in kind of a mid
trim level, something
that's a little bit
more typical for buyers.
And basically, you've got
auto stop start function.
You can put the
tailgate down here.
Traction control.
A nice little button that
puts all four windows down
at the same time.
There's a couple
of buttons missing.
There are some things that we
could have on this interior.
There's no plug here, but
on the higher trim levels
you do get that full
three-prong plug.
We've got one
USBC, one USB port.
It's got Apple
CarPlay, Android Auto.
And it's got a really
crisp look to it.
This one is the same size
as the previous generation,
but it's a little
bit nicer looking.
It's a little bit crisper.
Graphics, it's
really easy to read.
You've got the swipe from
one side, swipe to the other.
You can control most of
the stuff happening here.
The steering wheel
is much the same.
The TFT, the center
driver display here,
is a little bit better,
and everything is easier
to see at a moment's
glance when you're
looking down from the road.
Super helpful when
you're towing or hauling
and you just want to
spot your temperature
or spot your oil pressure.
It's definitely a good display.
And then Chevy has moved
over here some of the stuff
that you use for towing,
to the left of the driver.
There's a little
toggle here that you
can change between
sport mode or they've
got a little dynamic
racecar flag, and tow mode--
changes the shift
schedules, things like that.
Then you've got the
selector between
two-wheel and four-wheel drive.
You've got the terrain
selector to tell the truck
if you want hill descent control
if you're on rock or sand.
Then you've got the
controls for the lights,
and most of the
stuff over there.
And pretty much,
this is what you
get inside the interior
of all the Silverados,
and it's a really
intuitive layout.
It's not fancy.
It's a lot of new stuff, but not
a completely different design
that you have to get
used to something new.
Now, with that said,
this mid-level content
does have some plastic
materials that aren't awesome,
but really the touch points,
those things are good.
They feel sturdy.
One of the nice things
that GM has, Chevy as well,
is these split
level seat heating.
So you can heat just your back,
or your back and your butt.
Heating just your back is
perfect for long road trips.
Anybody with back pain
should demand this feature
be put in every car.
It makes the seating so
much more comfortable.
It's fantastic.
Overall, this interior
is a likeable place,
and definitely somewhere
I can see myself sitting
for a long time on a road trip.
So now we're in the
backseat of the Silverado
and it's huge back here.
There is an additional three
inches of rear leg room.
The truck itself is only 1.7
inches longer, nose to tail,
but they put a lot of that,
and then some, into the rear.
So four adults can sit totally
comfortably, probably a fifth,
maybe even a sixth when
you get that third seat up
in the front.
But if you've got
four six-footers,
there's tons of space
back here for everybody.
And it's pretty simple,
pretty standard back here.
A couple of USB ports, couple
of vents, which is nice.
Keeps the air flowing back here.
These seats are similarly firm
to the center seat up front.
But it's a 60/40
split back here.
And it's really easy
to fold these up.
So this one just
quick up, quick down.
There's no straps to pull on.
No handles.
And then also, there's some
pretty cool features back here.
This is typical, the center
console with the cup holders,
not new in any way.
But then this side seat
opens up and you have access
to behind the seat.
And the seat materials are
similarly nice to the front,
that same checkerboard pattern.
Pretty flat across the
bottom and the back.
There's not a lot of
bolstering back here,
but the cushioning is good.
This angle's not too bad.
It'd be nice if it were a
little bit further slanted back,
but it's decent for a road trip.
So we've spent all day driving
the new 2019 Silverado.
And basically, what
we've discovered
is that Chevy has taken a good
product and made it better.
This new truck is more capable.
It's more quiet on the inside.
There's more space
in the back seat.
You can tow more.
And there's that
wide array of engines
that we talked about,
which will make
it more economical and better
towing in the long run.
It generally feels
like a good refresh,
but they've added some
good updates to it.
But if you're
asking the question
is it the best Silverado that
Chevy has ever made, well sure,
but only by a small margin.
For more videos like
this, go to edmunds.com
and be sure to subscribe
to our YouTube channel.
GM Chevy Chevrolet LS LT Mid Mount Accessory System Drive Holley 20-180 20-185
JEGS Performance:
Holley's Mid-Mount system completes our trilogy
of accessory drive solutions.
It offers you yet another mounting option,
in addition to our previously released high
and low-mount accessory drives.
Our mid-mount accessory drive is a unique
system designed for GM LS and LT engine applications,
that mounts your engine's accessories in tighter
than any other accessory drive can.
At the heart of the system, is our patent-pending
bracketless design.
That's right, no spacers, no adapters, and
no brackets to mess with.
Your engine accessories bolt directly to the
water pump for a clean, compact installation.
Holley's design offers you greater engine
access and visibility, letting you show off
the horsepower, not the accessories.
Our mid-mount water pump shares some designs
cues found in the C7 Corvette, such as the
cartridge pump unit.
If you should happen to have a pump failure,
there's no need to replace the entire pump
assembly.
Simply remove the belt, rotate the pulley
to access the bolts, then swap up the pump
cartridge with a new one.
We've also added some features to the pump
housing, making it more swap-friendly.
A shortened pump outlet tube provides extra
room to route your radiator hose.
We also incorporated convenient inlet to connect
the LS steam tubes to.
And for some cramped engine base, we've added
optional heater hose ports to the bottom of
the thermostat housing.
This offers you more clearance and versatility
when it comes to connecting your heater, especially
in custom swap installations.
All accessories are included in our kit and
maintaining the original belt alignment is
no longer a variable since the water pump
and crank pulley dampener are included in
the kit.
You'll also get the compact, yet reliable
SD7 AC compressor, along with a Type 2 power
steering pump and baffled reservoir.
This can add hydraulic power steering to your
LT engine.
The Holley design alternator is just as innovative.
Our custom cast alternator incorporates square
wire, six phase technology.
It offers up to 150 amps of clean, high amp
output and provides over 100 amps at idle.
When we say complete, we mean it.
Our mid-mount system comes with everything
you'll need.
The belt and all the pulleys are supplied,
even heater hose adaptors, a power steering
to dash [SP] six hardline, crank bolt, and
alternator plug harness is also included.
All accessories retain the factory pulley
ratios for optimal performance, but are more
than capable of handling higher RPMs. perfect
for today's high-performance engines.
We offer complete set-ups in black, natural
cast, and polished versions.
You can choose our basic kit for the LS that
comes with an OE style dampener, or get the
premium version for the LS, LS7, and LT applications.
Holley's premium kit adds complete pulley
covers and a built hard coated crank pulley.
So, get it together.
With three variations to cover almost any
scenario, there's simply no excuse for a factory
appearing [SP] engine bay.
Thanks for watching.
For more information on Holley's complete
line of accessory drive systems, visit our
website at holley.com.
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