Can You Put Ls3 Heads on a Ls1
At that place are a broad variety of OE, original equipment GM LS cylinder heads that catamenia excellent numbers and perform right from the production line. Depending on the application, the L92/LS3/LS7 cylinder head can back up well over one thousand+ horsepower. Have these heads and have them Custom CNC ported past a company similar West Coast Cylinder Heads and now you are talking some serious power potential!
LS1, LS6 and LS2 heads feature cathedral shaped intake ports and measure 3.125" loftier by 1" broad. These tin be identified by their tall, narrow shape and radiused top contour. The LS3, LS7 and L92 heads characteristic rectangular intake ports measured at 1.250" broad by two.550" tall, while the intake ports on the LS7 head are ane.350" wide by 2.40" alpine.
The LS7 cylinder heads feature CNC-machined combustion chambers, intake and exhaust ports. All other heads characteristic as-cast, crude finished chambers and ports. The LS7 cylinder heads feature a wider valve layout when compared to all other LS cylinder heads. If installed on any other OE LS block information technology would result in valves contacting the bores. All OE LS cylinder heads feature a cylinder bolt layout that provides four bolts per cylinder. This provides an excellent clamping load, and evenly distributes the clamping force around each diameter location. There are aftermarket cylinder heads and blocks available such as the LSX that feature 6 bolts per cylinder for high boost applications.
Featured here are LS7 cylinder heads from RHS.
The LS3, LS9 and L92 all utilise the same cylinder head foundation, featuring a four-digit identification number. The LS7 cylinder head is cast with identification number 8452 while the LS3, L92, and LS9 are 5364. The LS7 cylinder head is equipped with a single direct valve leap while the LS3, L92 and LS9 feature a tapered "beehive" shaped spring.
| CYLINDER Caput CASTING NUMBERS | |||
| Casting No. | Description | Valve Sizes Int./Ex. | Chamber (cc) |
| Cathedral Port | |||
| 241 | LS1 | two.00 / one.55 | 67 cc |
| 243 / 799 / 823 | LS1 / LS6 | two.00 / 1.55 | 65 cc |
| 706 / 862 / 895 | LM4 / LM7 / LR4 | 1.89 / 1.55 | 61 cc |
| 853 / 806 / 933 | LS1 (perimeter) | ii.00 / ane.55 | 67 cc |
| Rectangle Port | |||
| 317 / 035 | LQ4 / LQ9 | 2.00 / ane.55 | 71 cc |
| 373 / 873 | LQ4 | 2.00 / ane.55 | 71 cc |
| 364 / 716 / 823 | L92 / LS3 | two.165 / 1.59 | 68 cc |
| 452 | LS7 | 2.twenty / ane.61 | 70 cc |
HEAD INTERCHAGABILITY
- LS1 and LS6 blocks volition only take LS1, LS2 and LS6 heads
- LS2 blocks can use LS1, LS2, LS3, LS6, LS9 and L92 heads.
- LS3 and LS9 blocks can use LS1, LS2, LS3, LS6 and LS9 heads.
- LS7 blocks tin accept any LS head.
One other departure to note is the LS9 cake uses 12mm caput bolts while all others use an 11mm.
ROCKER ARMS
The LS7 rocker arms feature a 1.8:1 ratio while all other LS engines are at a i.7:1. OE rocker arms feature a trunion bearing at the pivot point. This has been found to be a weak point in the LS valve train when running aftermarket loftier-lift camshafts and stronger dual valve springs. The bearing cages tin fail assuasive the needle bearings besprinkle into the engine. In that location are several aftermarket options to fix this effect. Brian Tooley Racing offers a bearing and snap-ring upgrade which is a very effective and economic approach. For all out racing applications and durability the best choice is the elimination of the needle bearings all together. CHE Precision offers LS rockers arms fitted with a proprietary cloth bushing eliminating the bearings birthday. This allows the rocker arms to survive the extreme rigors of loftier RPM race engines.
LS7 rocker arms with the CHE Precision bushing upgrade installed.
Comp Cams/Brian Tooley Racing trunion bearing upgrade kit.
OEM ROCKER ARM RATIOS
LS1 1.7:1 (intake and exhaust rockers identical)
LS6 i.7:ane (intake and frazzle rockers identical)
LS2 i.7:one (intake and exhaust rockers identical)
L92 1.7:one (intake rocker get-go)
LS3 1.7:1 (intake rocker offset)
L99 1.7:1 (intake rocker commencement)
LS9 1.vii:1 (intake rocker offset)
LS7 1.8:1 (intake rocker start)
Depending on the cylinder head there are differences on how the rocker arms are mounted. The LS7 head has a bandage in rocker arm pedestal, while all others use a separate mounted cast aluminum plate. The rails for the LS1, LS2 and LS6 feature the pedestals centered on the rail. Each border of the rail's length is direct. The rails for the LS3, LS9, L92, and L99 are located starting time with one side of each pedestal extended out. Nearly aftermarket heads feature cast in rocker arm pedistals for added immovability and less private parts.
VALVE SPRINGS
The OE LS7 cylinder head is equipped with a straight shape valve spring while all other OE LS cylinder heads are equipped with Beehive-Shape springs. The lower coils are round and taper upwards to a smaller bore resembling a Beehive. This shape provide superior dampening and control over jump harmonics. Bound technology has advanced over the by 10 years in material, weight and shape. Reducing the valve train weight helps to keep the all the components and harmonics inline. The LS valve train is a "No Lash" system. The lifter pre-load is adamant by the length of the pushrod. Depending on the base circle diameter of the camshaft, the lifter and rocker arm will determine the right length pushrod. Also keep in mind OE lifters similar more pre-load compared to the Johnson 2110's. I use Johnson Lifters exclusively on all my LS engine builds.
Johnson Slow Leak-Down Charge per unit drop-in lifters.
The LS Engine has been around for almost two decades powering millions of GM cars and trucks. General Motors has spent a tremendous corporeality of time and money to develop the LS Cylinder Head and Engine. With the addition of some properly ported cylinder heads, a specific high lift camshaft or a supercharger the LS engine is capable of producing excellent power with smashing reliability.
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