These are the things I'd like to see in the next version of the OHV small block. I KNOW that some (or all...) of them are invisible to the average buyer, even the average performance car buyer, and the business case might be difficult. On the other hand, I also think they're important so he goes, in no particular order...

1) Forged pistons, rods and crank. See the earlier poll.

2) Stronger rod bolts. Bolts are cheap in production quantities - 40,000 Corvettes X 16 rod bolts = 640,000 bolts a year. ARP most likely doesn't make 640,000 of ANYTHING every year. They could be tacked on for a few dollars, tops.

3) Oil squirters. Keeping the pistons cool is a good thingy.

4) 5 perimeter bolt heads. Small blocks have 5 perimeter bolts, LS1's & LS6's have 4. 5 is better for keeping the gaskets in place, but probably hurts runner pathing. I, of course, want the best of both worlds - Z06 (or better) runner paths (especially the short side radius) and 5 perimeter bolts.

5) Dual roller rockers (tip and pivot) STOCK. Added cost vs. more aggressive valve timing events, lower side loading of the valve stems and lower friction. Seems like a good trade-off to me.

6) Coil on plug ignition.

7) Larger flow rate injectors. The business case here is dubious at best... but I can dream.

8) Deep skirt block with added strength. The LS1 already has a deep skirt block, but the strength of the block itself needs to be improved in my opinion.

9) Stronger main bearing cap bolts. Cheap insurance.

10) Stronger main bearing caps. Again - cheap insurance. The weight difference is non-reciprocating anyway.

Let's suggest some more....

 

Fancy fuel rail covers hey, they look cool in the C5 and GTO, + makes your engine look more impressive to those that don't know anything about cars

 

What will it take to eliminate the "piston slap" problem that people mention about the LS1 (though I'm not sure I've ever heard it).

I think this is going to be a tough thread to get responses to...not many here are tech-schooled enough to keep up with you, Pacer. To the layperson I would think a reliable 400-450 naturally aspirated HP should work just fine.

 

Full floating pins, so that we can reliably rev to 7,000 rpm and keep those pesky supercharged, "supercooled" Ford V8s off of our backs.

Also, how about a good looking motor. The LS1 makes glorious power....but it sure isn't much to look at. I'm not into Corvette "beauty covers" though...I want to see the motor.

A good start would be repositioning those coil packs OFF the valve covers and adding C5R valve covers to the LS2.

 

Piston slap?!

Some Ford 4.6 OHC engines also have that problem. How bad is it??

 

All those things would make a great motor. I just don't see it happening though, unless it's used in the C6, the 5th gen and at least another volume, performance platform. Economy of scale kinda thing. Forged pistons, rods and crank are a premium item that you won't find everywhere. Cost aside, more cold piston slap and whatnot is another reason. Your average motorist who doesn't care about performance isn't going to understand the amount of extra noise their engine makes because it has forged slugs which need more clearance to accomodate expansion.

Today's GM just doesn't do much performance niche stuff these days. Compare that to the years that spawned to Syclone/Typhoon, GNX, Turbo T/A etc... i.e. seriously tweaked variants. Even the SSR which is a niche (but uttely lame) vehicle, doesn't have any fancy stuff underhood (or anywhere else where it counts).

This is compared to Ford who seem to be really going for the special vehicles thing with gusto. Mach1, supercharged Cobra, the Lightning. All relatively low production runs with a bunch of non-standard engine parts.

Maybe with the supposed rebirth of RWD performance at GM, we'll start seeing more performance niche vehicles, but I'm still pretty sceptical. Unless it really makes good money for GM, they aren't going to really deviate far from the regular mass production models.

 

FWIW - Shops are approching and some have exceeded 1000 hp using production LS1 blocks . ARE's 8 second Z28 uses a production LS1 block and not a C5R .


Not to get off topic , but GM powertrain did did some amazing things with the LSx line on engines , I totally trust the new line of engines wont dissapoint . I totally agree on using 5 perimeter bolts again though . That would make alota boosted guys smile ...hehe . So that being said , as far as durabilty issues go . I would love to see them go overkill on a nice strong rear end for their RWD cars coming up whether it be IRS or solid axle .

The days of the glass jaw 10 bolt need to be gone already .

 

I don't know, I don't own an LS1 and have only spent minimal time around/in LS1 Camaros and Corvettes. I do know that people on Ford boards love to point this "problem" out, not only in LS1's but the full line of Gen III small blocks. I've seen it mentioned on this site too.

 

Yea the shoddy 10 bolt cant stay. After what, 15 years of people busting 10 bolts with 350 hp its hard to imagine GM kept putting them in, esp as the cars reached 325 rwhp stock.

 

Roller Rockers with roller pivot have a exspected lifespan of 25,000 miles.Those wont win in a production case.

The early non S/C 5.4 had piston slap but never once heard of a 4.6 having it.Pinging yes,Slap no.

Ive seen a few DOHC Cobra guys make 1000hp on a stock cobra (aluminum) block.
There is a guy with a 03 Cobra that put the new KB blower on his ride.He made 697 RWHP and 705 RWTQ @ 20 lbs of boost.

click me

The Lincoln LS V8 has full floating wrist pins.
And Hyper. pistons too.