Anti-Ls Consortium

Uncommon engines in our cars (455 Olds, 500 Cadillac, BBC, etc.), even odd original equipment that didn't get yanked (301 Pontiac, 350 Olds, Carbureted Turbo V6, etc.)

Quick Overview

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G-Body Specific
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565bbchevy
I just realized I never did join or maybe I was still in denial that I am anti LS
fleming442
fleming442
It's all good. We're a pretty antisocial group
500/600
500/600
Welcome aboard the short bus. Now tell me why you haven't taken that 565 inch car to a track yet?
565bbchevy
565bbchevy
A job change and life in general made me decide I just wanted to drive my car so I made it street friendly so I could enjoy it when the time was available and pursuing a time slip went on the backburner, someday it will probably get to the track but over the years that have passed it became less of a priority.
So for now it has been delegated to being just a fun overpowered street car that gets a ridiculous amount of attention when I drive it and in the process I get some aggression's out.
fleming442
Perfect example of hard headedness: breaks 1 valve- goes 4 balls deep on a rebuild.
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500/600
500/600
My Buick 455 was an 'overcammed' daily driver at over 250 degrees of duration. Like the Caddy (and Olds) the smaller high velocity intake ports and large cubic inches will tolerate a lot of camshaft.
fleming442
fleming442
I'm sure. I don't think I ever even saw what mine will really do. Ported heads with bigger valves made me think I might go more?
500/600
500/600
I agree. Especially with a 4-speed
500/600
Welcome to you latest guys that have joined. What do you all have and what are you doing to it now?
500/600
500/600
We need to keep Fleming's spirit up so he doesn't decide to go Ls on us.
500/600
500/600
Rods all look good?
500/600
500/600
Make sure you post some pics of the head work
Rus
I almost put a 65 dual 4 barrel 425 buick nail head in one of mine.
500/600
500/600
That would be one of a kind
500/600
What are you going to do Fleming?
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500/600
500/600
I put a new electronic distributor in my dad's '49 Olds business coupe about two weeks ago. It has a '73 455 in it. I was commenting to him that the hex drive was kind of small looking for such a large engine. Were you running a massive amount of pressure or volume?
fleming442
fleming442
It is a high volume pump, however it has aluminum rods, too. Pressure was 65-70 cold, 40-50 warm, then 20-30 hot. Never went over 40 once up to temp.
500/600
500/600
If you'd just give in to the Ls option, you could have a new engine velcro'd in by 6pm tonight.
500/600
Here is my latest purchase for the Caddy engine. Guess what will be mounted to that?

Procharger_universal_bracket-2.jpg
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565bbchevy
565bbchevy
I like my BBC's and I stripped a running 86'Monte SS with an LS conversion just to triple my money selling parts so maybe I am anti LS.
pontiacgp
pontiacgp
LS1 engine problems and reliability

LS motors are pretty durable and reliable, but, of course, some troubles may occur especially if we consider them as high-productivity engines. Among the key shortcomings of these motors are:

Oiling System

Piston Ring Seals. A part of LS modifications is provided with low-quality piston ring seals, which may lead to troubles with increased oil consumption. Moreover, consequently, you may face engine blowing.

Oil Pump Cavitation. The original oil pump may start to cavitate above 6,000 rpm. As LS motors have rather limited revolutions abilities, this trouble isn’t critical for a production variation of the motor. Nevertheless, performance versions reach more than 6,000 rpm and that may lead to troubles with oil pressure when the pump begins to cavitate (You can research this issue in more detail by having a look at the list of restyled and improved pumps).

Non-Priority Main Oiling in OEM Blocks. The majority of aftermarket blocks feature updated priority oiling. Priority main oiling guarantees that oil gets to the mains and only after that, it reaches the heads. It helps to minimize the oil pressure drop. Meanwhile, all original LS blocks go without this system. And actually, if you opt for OEM settings, there is no need in priority main oiling as the motor will spend too little time at high revs.

Engineering

Skirted Cylinder Block. Though skirted block proves to be more solid, it restricts the opportunity to decrease windage in classic ways. Thus, crank scrapers and power pouches can’t be utilized, reducing the efficiency of windage trays.

Drivetrain

Despite being convenient for packaging, the push rod design is among the most substituted parts of the motor as its valve train is its main shortcoming. To be exact, the valve train system is so complex that it restricts the revs range.

Comparing to the overhead camshaft engine, a push rod motor needs more valve train details. Thus, the big number of moving details leads to their failure due to high friction in the valve train.

Restrictions of the actual valves which can be utilized are another common problem of LS and push rod motors. Thus, volumetric effectiveness may be limited due to the application of 1 intake and 1 exhaust valves in push rod versions. For instance, overhead camshaft engine keeps better productivity thanks to the utilization of up to 5 valves.

Maintenance

It’s pretty hard to reach camshaft because of the push rod design. Thus, in case you want to substitute camshaft, you need to remove either motor or radiator to reach it.
gnvair
gnvair
LS engine issues as I have personally seen:
Oil pump/oil system issues such as the clogged screen under the oil pressure switch
Oil pump failures including stuck pressure regulators
Intake gasket leaks
Oil pan leaks
Cracked cylinder heads which cause coolant to enter crank case (Castech heads)
Oil cooler cover plate leak on left side of block
cam and lifter failures
piston slap noise when cold
broken end bolts in exhaust manifolds
cracked exhaust manifolds
failed factory roller rocker arm pivots (needles end up in oil pan)
premature failure of water pump to block gaskets
water getting into the knock sensor cavities in the top cover (on none AFM engines)
stretched timing chains which can cause ghost misfire codes when driving
insufficient valve to stem clearance on the LS7 engines
500/600
If all goes well there is a Test and Tune on the 17th. It's only 1/8 mile but it's an opportunity to get a timeslip.
500/600
I just got all of the pistons in my budget build. Cam is in and degreed. One head is ported and the other is under way.

IMG_4920.jpg
fleming442
I guess you have to join, then post. Not just leave a comment? FIIK
C
One of these days I'd like to get the shrouds and specific parts from a mexican malibu to drop a chevy I6 into one of the regals.

contribute to the insanity, find me a donor!
500/600
I wonder if anyone has ever put a 348 or 409 in a G-body? Not the best choice, interesting for sure.

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