I am looking for the ultimate differences between the LS1, LS2, LS3, LS6, and LS7 blocks. If all the heads are interchangable.

Like... putting LS7 heads on a LS1 block for example.

 

AFAIK, you could put LS7 heads on an LS1 block, but you'd have to bore the block out to match the LS7's bore.

 

AFAIK... wwwwtttttfffff... haha

 

Is that a stutter?

I read it somewhere. Possibly on CZ28, and possibly from someone full of ****.

The gist of what I read was that any LSx head would bolt up to any LSx block, and that you could use any LSx cam. As long as the bore sizes match up and the specs work together (e.g. the springs have to support the lift generated from the cam-rocker combo), it'll work.

But once again, it could have been someone full of ****.

If you really wanted definitive information, you should make a call to someone like Victory Racing Engines and ask them.

Let us know what you learn.

 

LS1 block 3.898 bore can be honed approx .007
LS6 Block better oil passages, 3.989 bore can be honed .007
LS2 block same basic design as the LS6 block but has a 4.000" bore and can be bored .010 over
LS3 block not released no info
LS7 block bore 4.125"(off the top of my head)

all blocks will take the LSX heads but as mentioned if using the LS7 heads the bore should be matched to the heads. LS7 heads on a LS1 block is over kill, too much head for the engine IMO

 

Also doesn't the LS7 head get away from the standard "cathedral" intake port and use more of a rectangular port similar to the C5R head. In that event you could use the head on an LS1/6 block but the standard manifold wouldn't fit.

Also the LS6 block has improved windage holes versus the LS1 in the main webbing. The valley is cut different as well to allow for the LS6 PCV system that draws from the valley instead of the valve cover like the standard LS1. Outside of that and the facts stated above the blocks have no difference that I am aware of.

 

Yes. As stated, to use the LS7 heads the block needs the corresponding 4.125" bore to allow the valves to fit. However, you also need an intake to match up to the LS7, to my knowledge it is the only one that will fit at the moment.

 

Yes sir, the LS7 heads have rectangular port; we just did a 427ci LS1/LS7 hybrid using a LS1 darton sleeved block with LS7 top end(heads/manifold), not to bad to retrofit everything-car is a beast laying down close to 600rwhp and 520rwtq on a mustang dyno.

I forgot about the valley being different on the LS6 blocks.

 

Also, in regards to LS7 heads.... you must use the LS7 intake as well. LS1/LS2/LS6 intakes wont bolt up to LS7 heads.

 

Like was mentioned above, the intake ports are substansially bigger than those of the LS1/6... Would the LS7 Heads fit a punched out LS2 block?- Devil Ray 427... (sleeved and stroked 364 to a 427) Different Head bolt patterns?

 

You would have to sleeve a LS2 block to a 4.125 to get the LS7 heads to work. Bolt patters are the same

 

That is correct.

Whats happenin Sled, long time no see.

 

Yo Nick! I am long gone from ARE/AUTOWORKS etc, thank god. Same old **** there and I don't want to be a part of it! I am doing my own thing now and seem to be picking up buisness quite a bit!

 

Right on, gotta respect ya for that decision. Glad to hear business is good.

Drop me a line nick@victoryracingengines.com

 

Thanks for the info guys! Nick... thanks again!! haha Always helping me and i'm damn proud of it! Otherwise I wouldn't be his biggest pain in the *** customer!! WooT

I kinda figured you would need corresponding intake and valvetrain for the LS7 heads but I was more or less talking about fitment issue and getting things to work properly. Kinda just bolting things in without converting the block or anything crazy. Like converting the LT1 to 15 degree heads.

I get what you're saying about too much head for a standard LS1 block. I asked because I was just wondering if you could make your LS1 identical to the LS7. Same with the LS2/LS3/LS6 motors. I thought I read that the LS3 is a little bit different in design but I am not sure at all.

Why is the LS7 so amazing though? The Heads flow ridiculous with such a passive cam (Sounds it anyway). I heard it's a mixture of the great heads, intake, and extremely lightweight valvetrain and bottom end?

Oh yea... question off topic! What you guys consider "internals?" Do you consider interals everything between the valvecovers and oil pan? Or just in the bottom end?

Me and my friend had a little debate about it and I consider internals strictly bottom end.