lS1 swap to LS6
Thread Starter
Racer
Joined: Oct 2018
Posts: 458
Likes: 29
From: Bellingham, wa.
lS1 swap to LS6
So I am wondering what changes to my base C5 are needed to drop in a LS6. Do I need to find the appropriate control computer or can I reflash the base C5? Also if I need the computer from the LS6 are they hard-to find and how much should I expect to spend. Any other changes need to be made? Tia.
Melting Slicks
Joined: Aug 2011
Posts: 2,423
Likes: 200
From: Atlanta GA
The LS6 should drop right in. You will need to have a tune applied to your ECU (2001 or above), but that should be it. If you can get a default base Z06 download, that would be a good place to start, but that depends upon any mods you plan to do.
As far as what you would spend? That depends upon lots of factors.
1. Where you get the core engine (junk yard, individual, speed shop swap)
2. Who does the install?
3. What changes you want to make (Motor mounts. exhaust, etc).
4. Any other mods?
As far as what you would spend? That depends upon lots of factors.
1. Where you get the core engine (junk yard, individual, speed shop swap)
2. Who does the install?
3. What changes you want to make (Motor mounts. exhaust, etc).
4. Any other mods?
Last edited by bikeriderga; Aug 6, 2019 at 12:58 AM.
Racer
Joined: Nov 2017
Posts: 449
Likes: 158
From: Aiken, SC
Why exactly are you wanting to change the whole motor? You can change the intake, heads, and cam and have 99% of the differences covered. But if you're just after power I'd look at aftermarket head options and a bigger than stock cam that will make even more power
1/4 mile/AutoX
Joined: Jun 2014
Posts: 11,443
Likes: 2,189
From: Buffalo Texas
Z06's....
Aluminum Block
The aluminum block casting on the LS6 deletes machined holes in the LS1 bulkhead and adds cast-in "windows" that allow better bay-to-bay breathing. On the downstroke, the pistons push air back toward the crankcase, creating backpressure or resistance, and that translates into parasitic horsepower loss because it resists piston motion. With the overtravel windows, air is allowed to move more freely between crankcase bays, thus relieving the unwanted pressure.
Pistons
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 LS6 pistons have a slight barrel shape, almost imperceptible to the naked eye. The new alloy increases engine durability at racetrack operating levels, while the shape reduces internal mechanical noise.
Increased Compression
The LS6's aluminum cylinder heads are cast with pent-roof combustion chambers that are smaller than the LS1's. 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 to the engine's overall increase in volumetric efficiency.
High-Profile Camshaft
The LS6-specific, steel-billet camshaft contributes more than any other single piece of hardware to the LS6's horsepower gain. In simple terms, the cam opens the valves quicker and allows more air to flow into the combustion chambers. Cam lift increases from the LS1's 12.7mm to 13.3mm.
Stronger Valve Springs
To accommodate valve operation with the high lift/long duration cam, the LS6's valve springs are stiffer and sturdier. They are made from the same steel wire as those in the LS1 but are wound tighter for a higher spring rate.
Fuel Injectors
Additional air flowing into the LS6 heads would serve no purpose without an equivalent increase in the amount of fuel to take advantage of it. New injectors increase maximum fuel delivery from the LS1's 3.3 grams per second to 3.6 grams per seconds, for a 10 percent improvement.
Internal PCV System
The LS6's application in the Corvette Z06 creates additional demands on the crankcase ventilation system. The Z06 is capable of cornering at more than 1 lateral g, requiring a special high-performance ventilation system. To prepare the Z06 for all-out driving, the LS6's PCV system is moved into the engine's V, or valley. The unique aluminum valley cover incorporates composite oil-separating baffles and PCV plumbing. All of this reduces oil consumption during high-performance driving and, as an added benefit, also reduces the amount of external plumbing, eliminating potential oil-leak sources.
Exhaust Manifolds
Thin-wall cast-iron exhaust manifolds replace the previous stainless steel manifolds to improve durability, given the LS6 engine's potential for being involved in sustained high-speed driving.
Instructor
Joined: Aug 2018
Posts: 153
Likes: 16
not really !!!!!!
Z06's....
Aluminum Block
The aluminum block casting on the LS6 deletes machined holes in the LS1 bulkhead and adds cast-in "windows" that allow better bay-to-bay breathing. On the downstroke, the pistons push air back toward the crankcase, creating backpressure or resistance, and that translates into parasitic horsepower loss because it resists piston motion. With the overtravel windows, air is allowed to move more freely between crankcase bays, thus relieving the unwanted pressure.
Pistons
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 LS6 pistons have a slight barrel shape, almost imperceptible to the naked eye. The new alloy increases engine durability at racetrack operating levels, while the shape reduces internal mechanical noise.
Z06's....
Aluminum Block
The aluminum block casting on the LS6 deletes machined holes in the LS1 bulkhead and adds cast-in "windows" that allow better bay-to-bay breathing. On the downstroke, the pistons push air back toward the crankcase, creating backpressure or resistance, and that translates into parasitic horsepower loss because it resists piston motion. With the overtravel windows, air is allowed to move more freely between crankcase bays, thus relieving the unwanted pressure.
Pistons
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 LS6 pistons have a slight barrel shape, almost imperceptible to the naked eye. The new alloy increases engine durability at racetrack operating levels, while the shape reduces internal mechanical noise.
I thought GM ran out of LS1 short blocks and intake manifolds somewhere around 2002 and just used LS6 short blocks/ intake manifolds with LS1 heads/cam...
Racer
Joined: Nov 2017
Posts: 449
Likes: 158
From: Aiken, SC
Like I said, most of the applicable features that will make any real difference are the same. A lot of what you named would be changed with any other H/C/I swap, and the parts that aren't would have essentially zero effect on reliability or power production in said application. No need to over-complicate things just for the sake of it
Pro
Joined: Aug 2010
Posts: 518
Likes: 36
From: Indiana
I don't know the story why but that is true. My 2003 has the LS6 block and obvious intake. I've got a set of 243s to put on and still have to pick out a cam for it. Block or not OP can change the heads and cam for a lot less work.
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From: Machineguns, because I don’t compromise
Drifting
Joined: Jul 2015
Posts: 1,844
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From: San Jose, CA
Also: you can buy a brand new LS3, but no brand new LS6. This may factor into your decisions. There's something to be said for a drop-in LS3-525 versus mucking around with aftermarket upgrades.
Safety Car
Joined: Mar 2015
Posts: 3,638
Likes: 245
So I am wondering what changes to my base C5 are needed to drop in a LS6. Do I need to find the appropriate control computer or can I reflash the base C5? Also if I need the computer from the LS6 are they hard-to find and how much should I expect to spend. Any other changes need to be made? Tia.
Buy a used and or build a ls3 and have 430 hp on the stock setup alone.
Ls1/ls6 "was" an amazing engine for its time, now its considered the baby or poor mans version of the ls series. Really not worth dumping the money for that.