Engine Component Description F Car

The 5.7 Liter V8 engine is identified as RPO LS1 and VIN G.

A billet steel one piece camshaft is supported by five bearings pressed into the engine block. The camshaft has a machined camshaft sensor reluctor ring incorporated between the fourth and fifth bearing journals. The camshaft timing sprocket is mounted to the front of the camshaft and is driven by the crankshaft sprocket through the camshaft timing chain. The crankshaft sprocket is splined and drives the oil pump driven gear. A retaining plate mounted to the front of the engine block maintains camshaft location.

The crankshaft is cast nodular iron. The crankshaft is supported by five crankshaft bearings. The bearings are retained by crankshaft bearing caps which are machined with the engine block for the proper alignment and clearance. The crankshaft journals are undercut and rolled. The center main journal is the thrust journal. A crankshaft position reluctor ring is mounted at the rear of the crankshaft. The reluctor ring is not serviceable separately.

The cylinder head assemblies are cast aluminum and have pressed in place powdered metal valve guides and valve seats. Passages for the Engine Coolant Air Bleed system are at the front of each cylinder head. There are no exhaust gas passages within the cylinder head. Valve rocker arm covers are now retained to the cylinder head by four center mounted rocker arm cover bolts.

The engine block is a cam-in-block deep skirt 90 degree V configuration with 5 crankshaft bearing caps. The engine block is aluminum with cast in place iron cylinder bore liners. The 5 crankshaft bearing caps each have 4 vertical M10 and 2 horizontal M8 mounting bolts. The camshaft is supported by 5 camshaft bearings pressed into the block.

The exhaust manifolds are 1-piece cast iron design. The exhaust manifolds direct exhaust gasses from the combustion chambers to the exhaust system. Each manifold has a single inlet for the Air Injection Reaction (AIR) system and the left exhaust manifold has a threaded opening for installation of an oxygen sensor. Each manifold also has an externally mounted heat shield that is retained by bolts.

The IAFM or integrated air fuel module is a one piece composite design that incorporates brass threaded inserts for mounting the fuel rail, throttle cable bracket, throttle body, and EGR inlet pipe. The intake manifold is sealed to the cylinder heads by eight separate nonreusable silicone sealing gaskets which press into the grooves of the intake housing. The cable actuated throttle body assembly bolts to the front of the intake manifold. The throttle body is sealed to the intake manifold by a one piece push in place silicone gasket. The fuel rail assembly with eight separate fuel injectors is retained to the intake by four bolts. The injectors are seated in their individual manifold bores with O-ring seals to provide sealing. A fuel rail stop bracket is retained at the rear of the left fuel rail by the intake manifold mounting bolts. A snap fit Manifold Absolute Pressure (MAP) sensor housing is mounted at the rear of the manifold and sealed by an O-ring seal. The MAP sensor is installed and retained to the MAP sensor housing. There are no coolant passages within the intake manifold.

The structural oil pan is cast aluminum. Incorporated into the design are the oil filter mounting boss, drain plug opening, oil level sensor mounting bore, and oil pan baffle. The oil pan cover and oil level sensor mount to the side of the oil pan. The alignment of the structural oil pan to the rear of the engine block and transmission bell housing is critical.

The pistons are cast aluminum. The pistons use 2 compression rings and one oil control ring assembly. The piston is a low friction, lightweight design with a flat top and barrel shaped skirt. The piston pins are chromium steel. They have a floating fit in the piston and are retained by a press fit in the connecting rod. The connecting rods are powdered metal. The connecting rods are fractured at the connecting rod journal and then machined for the proper clearance. Interim 2001 and all 2002 applications use a second design piston with graphite coated skirt. The piston, pin, and connecting rod are to be serviced as an assembly.

The valve rocker arm covers are cast aluminum and use a pre-molded silicone gasket for sealing. Mounted to each rocker cover is an ignition coil and bracket assembly. Incorporated into the covers are the oil fill tube, the Positive Crankcase Ventilation (PCV) system passages, and the engine fresh air passages. Rocker arm cover design has changed. The covers are now retained to the cylinder head by 4 center mounted rocker cover bolts.

Motion is transmitted from the camshaft through the hydraulic roller valve lifters and tubular pushrods to the roller type rocker arms. The valve lifter guides position and retain the valve lifters. The valve rocker arms for each bank of cylinders are mounted on pedestals or pivot supports. Each rocker arm is retained on the pivot support and cylinder head by a bolt. Valve lash is net build.

Engine Component Description Y Car

The 5.7 Liter V8 engine is identified as RPO LS1 (VIN G) and RPO LS6 (VIN S).

A billet steel 1-piece camshaft is supported by 5 bearings pressed into the engine block. The camshaft has a machined camshaft sensor reluctor ring incorporated between the fourth and fifth bearing journals. The camshaft timing sprocket is mounted to the front of the camshaft and is driven by the crankshaft sprocket through the camshaft timing chain. The crankshaft sprocket is splined and drives the oil pump driven gear. A retaining plate mounted to the front of the engine block maintains camshaft location.

The crankshaft is cast nodular iron. The crankshaft is supported by 5 crankshaft bearings. The bearings are retained by crankshaft bearing caps which are machined with the engine block for the proper alignment and clearance. The crankshaft journals are undercut and rolled. The center main journal is the thrust journal. A crankshaft position reluctor ring is mounted at the rear of the crankshaft. The reluctor ring is not serviceable separately.

The cylinder head assemblies are cast aluminum and have pressed in place powdered metal valve guides and valve seats. Passages for the vapor ventilation system are at the front of each cylinder head. There are no exhaust gas passages within the cylinder head. Valve rocker arm covers are retained to the cylinder head by 4 center mounted rocker arm cover bolts.

The engine block is a cam-in-block deep skirt 90 degree V configuration with 5 crankshaft bearing caps. The engine block is aluminum with cast in place iron cylinder bore liners. The 5 crankshaft bearing caps each have 4 vertical M10 and 2 horizontal M8 mounting bolts. The camshaft is supported by 5 camshaft bearings pressed into the block.

The exhaust manifolds are a 1-piece cast iron design. The exhaust manifolds direct exhaust gasses from the combustion chambers to the exhaust system. Each manifold has a single inlet for the Air Injection Reaction (AIR) system and an externally mounted heat shield retained by bolts.

The IAFM or integrated air fuel module is a one piece composite design that incorporates metal threaded inserts for mounting the fuel rail and throttle body. The intake manifold is sealed to the cylinder heads by eight separate nonreusable silicone sealing gaskets which press into the grooves of the intake housing. The drive by wire throttle body assembly bolts to the front of the intake manifold. The throttle body is sealed to the intake manifold by a one piece push in place silicone gasket. The fuel rail assembly with eight separate fuel injectors is retained to the intake by four bolts. The injectors are seated in their individual manifold bores with O-ring seals to provide sealing. A fuel rail stop bracket is retained at the rear of the left fuel rail by the intake manifold mounting bolts. A snap fit Manifold Absolute Pressure (MAP) sensor housing is mounted at the rear of the manifold and sealed by an O-ring seal. The MAP sensor is installed and retained to the MAP sensor housing. There are no coolant passages within the intake manifold.

The structural 2-piece oil pan assembly has cast aluminum upper and lower halves. Incorporated into the upper oil pan design is the oil filter mounting boss, oil level sensor mounting bore, and a non-removable oil pan baffle. The oil pan cover, oil temperature sensor, and oil level sensor mount to the sides of the upper oil pan. Incorporated into the lower oil pan design is the drain plug opening and internal oil control ribbing. A nylon carrier with a silicone bead type gasket provides sealing between the upper and lower halves of the oil pan assembly. The alignment of the structural oil pan assembly to the rear of the engine block and transmission housing is critical.

The pistons are cast aluminum. The pistons use two compression rings and one oil control ring assembly. The piston is a low friction, lightweight design with a flat top and barrel shaped skirt. The piston pins are chromium steel. They have a floating fit in the piston and are retained by a press fit in the connecting rod. The connecting rods are powdered metal. The connecting rods are fractured at the connecting rod journal and then machined for the proper clearance. Interim 2001 and all 2002 applications use a second design piston with graphite coated skirt. The piston, pin, and connecting rod are to be serviced as an assembly.

The valve rocker arm covers are cast aluminum and use a pre-molded silicone gasket for sealing. Mounted to each rocker cover is an ignition coil and bracket assembly. Incorporated into the covers are the oil fill tube, the Positive Crankcase Ventilation (PCV) system passages, and the engine fresh air passages.

Motion is transmitted from the camshaft through the hydraulic roller valve lifters and tubular pushrods to the roller type rocker arms. The valve lifter guides position and retain the valve lifters. The valve rocker arms for each bank of cylinders are mounted on pedestals or pivot supports. Each rocker arm is retained on the pivot support and cylinder head by a bolt. Valve lash is net build. For the LS6 application, both the intake and exhaust valves are of a hollow stem design. The exhaust valve stem is sodium filled for improved cooling.