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onebadm5 · 03-28-2002, 01:40 AM

here are the improvements on the LS1 made in the LS6:

Maximum Engine Speed Increases 400 rpm
Block Casting Improves Bay-to-Bay Breathing
Crankshaft with Lower-Mass balancer
Reduced Tolerance Main Bearings
Piston Material and Profile
Cylinder Head Casting with 10.5:1 compression
High Lift/Duration Camshaft
Upgraded Valve Springs
High-Flow Intake Manifold
Increased Volume Fuel Injectors
Increased Flow Air Cleaner with Larger Mass Air Flow sensor (MAF)
Cast Exhaust Manifolds with New Gasket
Valley Cover with Integral Composite Oil Separator and PCV valve
Oil Level Tube and Indicator
Extended Maximum Oil Change Interval
Two-point Water Pump Vapor Vent
Sleeveless Coolant Sensor
Powertrain Control Module Calibrations
Beauty Cover

ENGINE SPEED INCREASE
Improvements in the LS6 increase maximum engine speed from 6200 to 6600 rpm. Horsepower increases more than 10 percent compared to the LS1 V8. Most LS6 changes are geared toward improving airflow in and out of the engine for an increase in maximum volumetric efficiency.

IMPROVED BAY-T0-BAY BREATHING
The aluminum block casting deletes machined holes in the LS1 block bulkhead and adds honed "overtravel'' windows, which allow better bay-to-bay breathing. On the downstroke, pistons push air back toward the crankcase, creating back-pressure, or resistance, that slows downward movement and robs power. The LS6 block reduces this internal ``windage'' by managing airflow more efficiently. The overtravel windows allow air to move more freely between cylinder bays, reducing back-pressure and freeing the pistons' downward movement.

CRANKSHAFT AND BALANCER
The crankshaft incorporates a new reluctor ring that allows a larger air gap to the timing sensor. This advanced system is less sensitive to engine wear or operating conditions, and assures optimal ignition timing in virtually all circumstances. The new crank also features an aluminum alloy torsional dampener, which balances shaft twist and flex and reduces vibration. The light-alloy dampener decreases rotating mass and reduces engine spin-up inertia.

The LS6 includes a high-efficiency gerotor oil pump, which is driven off the front of the crankshaft. Benefits of the gerotor design include improved low temperature delivery and better performance, due to lower parasitic power loss.

BEARING TOLERANCES
Tighter tolerances in the crankshaft main bearings mean a more precise fit. The result is an increase in long-term durability and, just as importantly, a reduction in what engineers call 'cold knock' --not detonation, but a slight slapping noise from the engine before it reaches full operating temperature.

PISTON MATERIAL AND PROFILE
LS6 pistons are cast from high-strength M142 aluminum alloy and reshaped with a slightly different profile than those in the LS1. In side view, the pistons have a slight barrel shape almost imperceptible to the naked eye. The new alloy increases engine durability, particularly under severe, race track-style operating conditions, while the shape reduces internal mechanical noise.

INCREASED COMPRESSION
The aluminum cylinder head is cast with smaller pent-roof combustion chambers than the LS1 head. Compression ratio increases from 10.1:1 to 10.5:1, improving thermal efficiency and increasing horsepower. Intake and exhaust ports in the LS6 head are refined and more precisely cast, contributing significantly to the overall increase in volumetric efficiency.

HIGH-PROFILE CAM
The LS6-specific, steel-billet camshaft contributes more than any single piece of hardware to the horsepower gain. In the simplest terms, the cam opens valves faster and higher, allowing more air to flow more quickly in and out of the combustion chambers. Cam lift increases from 12.7 to 13.3 millimeters compared to the LS1.

BETTER VALVE SPRINGS
To accommodate valve operation with the high lift/high duration cam, valve springs are stiffer and sturdier. They're made from the same steel wire as those in the LS1, but they are wound more tightly for a higher spring rate.

HIGH-FLOW INTAKE MANIFOLD
The carbon composite intake manifold had been retooled to increase airflow to the intake ports. Plenum volume has increased, and intake runners have been remolded to eliminate dead spots and increase the volume of air flowing to the cylinder heads.

HIGHER-FLOW INJECTORS
Additional air flowing through the LS6 heads is useful only if there's sufficient gasoline to take full advantage. Thus, new fuel injectors increase maximum fuel delivery to 3.55 grams/second.

LARGER MAF SENSOR
No component in the LS6 induction system escaped scrutiny. Ducting from the air cleaner was modified to reduced restrictions. Delphi's high-volume version 1.2 Mass AirFlow (MAF) sensor, with integral inlet air temperature sensor, was borrowed from the Vortec V8 truck engines. This MAF increases intake volume and allows the Powertrain Control Module to adjust for optimal performance at a given air temperature.

CAST IRON EXHAUST MANIFOLDS
Cast iron exhaust manifolds increase exhaust flow slightly and reduce cost considerably. They are also more durable than the dual-wall stainless manifolds on the 2000 LS1. Other things equal, cast manifolds take longer to reach full operating temperature than stainless, but the LS6 easily meets Low Emissions Vehicle standards thanks to a pair of pup converters fitted on the Corvette for model year 2000. Mounted upstream from the primary catalytic converters, the pups reach emissions ``light off'' temperature long before the primary converters.

Cast iron manifolds are also fitted on 2001 LS1s. A new manifold gasket allows the manifolds to be used interchangeably between the LS1 and LS6.

INTEGRAL PCV SYSTEM
The LS6 V8's application in the Z06 Corvette creates additional demands on the crankcase ventilation system (PCV). The Z06 is capable of cornering at more than 1 lateral g, or force greater than the pull of gravity. In such circumstances, the rocker covers on one side of the engine fill with oil; the LS1's rocker-cover PCV system can load with oil, and oil is vented out.

To prepare the ZO6 for full-on competition driving, the LS6 PCV system is moved into the engine's V, or valley. The unique aluminum Valley Cover has composite oil separating baffles and PCV plumbing incorporated. The Valley Cover dramatically reduces oil consumption during high-performance driving. As an added benefit, it increases assembly efficiency and reduces the amount of external engine plumbing, eliminating potential leak sources.

NEW OIL LEVEL INDICATOR
Due to the slightly different shape of the exhaust manifolds, the LS6 needs a longer oil-level (or dipstick) tube to the crankcase. The tube is bent further away from the engine block. With the new tube comes a new dipstick, or oil-level indicator.

EXTENDED OIL-CHANGE INTERVAL
New computer algorithms extend the LS6 oil-change interval. The Powertrain Control Module records engine temperature and length of operation at a given temperature; with new data on real-world customer use, engineers have adjusted the software to allow longer intervals before an oil change is indicated. The LS6 has a maximum permissible interval of 15,000 miles with recommended Mobil One synthetic lubricant, compared to 10,000 in 2000.

FEWER VENTS
The number of water pump vapor vents has been reduced from four to two, thereby reducing cost. Experience with the LS1 has shown that two vents are sufficient.

PCM SOFTWARE
The Powertrain Control Module has been recalibrated to maximize performance and efficiency, and to optimize throttle response, while accounting for the new cam profile, increased air flow and higher-volume fuel injectors.

REVISED BEAUTY COVER
The beauty cover over the fuel injection rail is solid red with black letters for visual distinction and immediate differentiation from the LS1, which has a black cover with red letters.

CONTINUING FEATURES

The LS6 is essentially a new engine, but it builds on the LS1 Gen III small block. The LS1 achieved Low Emissions Vehicle (LEV) status in all applications sold in California for model year 2000, thanks to Air Injection Reaction and Pup catalysts fitted to the 2000 Corvette.

if he can do all that, then he's probably god.

03-28-2002, 01:40 AM	#16
onebadm5 BANNED Join Date: Nov 2001 Posts: 678 Trader Rating: (0)	here are the improvements on the LS1 made in the LS6: Maximum Engine Speed Increases 400 rpm Block Casting Improves Bay-to-Bay Breathing Crankshaft with Lower-Mass balancer Reduced Tolerance Main Bearings Piston Material and Profile Cylinder Head Casting with 10.5:1 compression High Lift/Duration Camshaft Upgraded Valve Springs High-Flow Intake Manifold Increased Volume Fuel Injectors Increased Flow Air Cleaner with Larger Mass Air Flow sensor (MAF) Cast Exhaust Manifolds with New Gasket Valley Cover with Integral Composite Oil Separator and PCV valve Oil Level Tube and Indicator Extended Maximum Oil Change Interval Two-point Water Pump Vapor Vent Sleeveless Coolant Sensor Powertrain Control Module Calibrations Beauty Cover ENGINE SPEED INCREASE Improvements in the LS6 increase maximum engine speed from 6200 to 6600 rpm. Horsepower increases more than 10 percent compared to the LS1 V8. Most LS6 changes are geared toward improving airflow in and out of the engine for an increase in maximum volumetric efficiency. IMPROVED BAY-T0-BAY BREATHING The aluminum block casting deletes machined holes in the LS1 block bulkhead and adds honed "overtravel'' windows, which allow better bay-to-bay breathing. On the downstroke, pistons push air back toward the crankcase, creating back-pressure, or resistance, that slows downward movement and robs power. The LS6 block reduces this internal ``windage'' by managing airflow more efficiently. The overtravel windows allow air to move more freely between cylinder bays, reducing back-pressure and freeing the pistons' downward movement. CRANKSHAFT AND BALANCER The crankshaft incorporates a new reluctor ring that allows a larger air gap to the timing sensor. This advanced system is less sensitive to engine wear or operating conditions, and assures optimal ignition timing in virtually all circumstances. The new crank also features an aluminum alloy torsional dampener, which balances shaft twist and flex and reduces vibration. The light-alloy dampener decreases rotating mass and reduces engine spin-up inertia. The LS6 includes a high-efficiency gerotor oil pump, which is driven off the front of the crankshaft. Benefits of the gerotor design include improved low temperature delivery and better performance, due to lower parasitic power loss. BEARING TOLERANCES Tighter tolerances in the crankshaft main bearings mean a more precise fit. The result is an increase in long-term durability and, just as importantly, a reduction in what engineers call 'cold knock' --not detonation, but a slight slapping noise from the engine before it reaches full operating temperature. PISTON MATERIAL AND PROFILE LS6 pistons are cast from high-strength M142 aluminum alloy and reshaped with a slightly different profile than those in the LS1. In side view, the pistons have a slight barrel shape almost imperceptible to the naked eye. The new alloy increases engine durability, particularly under severe, race track-style operating conditions, while the shape reduces internal mechanical noise. INCREASED COMPRESSION The aluminum cylinder head is cast with smaller pent-roof combustion chambers than the LS1 head. Compression ratio increases from 10.1:1 to 10.5:1, improving thermal efficiency and increasing horsepower. Intake and exhaust ports in the LS6 head are refined and more precisely cast, contributing significantly to the overall increase in volumetric efficiency. HIGH-PROFILE CAM The LS6-specific, steel-billet camshaft contributes more than any single piece of hardware to the horsepower gain. In the simplest terms, the cam opens valves faster and higher, allowing more air to flow more quickly in and out of the combustion chambers. Cam lift increases from 12.7 to 13.3 millimeters compared to the LS1. BETTER VALVE SPRINGS To accommodate valve operation with the high lift/high duration cam, valve springs are stiffer and sturdier. They're made from the same steel wire as those in the LS1, but they are wound more tightly for a higher spring rate. HIGH-FLOW INTAKE MANIFOLD The carbon composite intake manifold had been retooled to increase airflow to the intake ports. Plenum volume has increased, and intake runners have been remolded to eliminate dead spots and increase the volume of air flowing to the cylinder heads. HIGHER-FLOW INJECTORS Additional air flowing through the LS6 heads is useful only if there's sufficient gasoline to take full advantage. Thus, new fuel injectors increase maximum fuel delivery to 3.55 grams/second. LARGER MAF SENSOR No component in the LS6 induction system escaped scrutiny. Ducting from the air cleaner was modified to reduced restrictions. Delphi's high-volume version 1.2 Mass AirFlow (MAF) sensor, with integral inlet air temperature sensor, was borrowed from the Vortec V8 truck engines. This MAF increases intake volume and allows the Powertrain Control Module to adjust for optimal performance at a given air temperature. CAST IRON EXHAUST MANIFOLDS Cast iron exhaust manifolds increase exhaust flow slightly and reduce cost considerably. They are also more durable than the dual-wall stainless manifolds on the 2000 LS1. Other things equal, cast manifolds take longer to reach full operating temperature than stainless, but the LS6 easily meets Low Emissions Vehicle standards thanks to a pair of pup converters fitted on the Corvette for model year 2000. Mounted upstream from the primary catalytic converters, the pups reach emissions ``light off'' temperature long before the primary converters. Cast iron manifolds are also fitted on 2001 LS1s. A new manifold gasket allows the manifolds to be used interchangeably between the LS1 and LS6. INTEGRAL PCV SYSTEM The LS6 V8's application in the Z06 Corvette creates additional demands on the crankcase ventilation system (PCV). The Z06 is capable of cornering at more than 1 lateral g, or force greater than the pull of gravity. In such circumstances, the rocker covers on one side of the engine fill with oil; the LS1's rocker-cover PCV system can load with oil, and oil is vented out. To prepare the ZO6 for full-on competition driving, the LS6 PCV system is moved into the engine's V, or valley. The unique aluminum Valley Cover has composite oil separating baffles and PCV plumbing incorporated. The Valley Cover dramatically reduces oil consumption during high-performance driving. As an added benefit, it increases assembly efficiency and reduces the amount of external engine plumbing, eliminating potential leak sources. NEW OIL LEVEL INDICATOR Due to the slightly different shape of the exhaust manifolds, the LS6 needs a longer oil-level (or dipstick) tube to the crankcase. The tube is bent further away from the engine block. With the new tube comes a new dipstick, or oil-level indicator. EXTENDED OIL-CHANGE INTERVAL New computer algorithms extend the LS6 oil-change interval. The Powertrain Control Module records engine temperature and length of operation at a given temperature; with new data on real-world customer use, engineers have adjusted the software to allow longer intervals before an oil change is indicated. The LS6 has a maximum permissible interval of 15,000 miles with recommended Mobil One synthetic lubricant, compared to 10,000 in 2000. FEWER VENTS The number of water pump vapor vents has been reduced from four to two, thereby reducing cost. Experience with the LS1 has shown that two vents are sufficient. PCM SOFTWARE The Powertrain Control Module has been recalibrated to maximize performance and efficiency, and to optimize throttle response, while accounting for the new cam profile, increased air flow and higher-volume fuel injectors. REVISED BEAUTY COVER The beauty cover over the fuel injection rail is solid red with black letters for visual distinction and immediate differentiation from the LS1, which has a black cover with red letters. CONTINUING FEATURES The LS6 is essentially a new engine, but it builds on the LS1 Gen III small block. The LS1 achieved Low Emissions Vehicle (LEV) status in all applications sold in California for model year 2000, thanks to Air Injection Reaction and Pup catalysts fitted to the 2000 Corvette. if he can do all that, then he's probably god.