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Chevrolet LS3 Specifications
| Engine Model: Chevrolet LS3 |
| Engine Type: 4-cycle 8-cylinder OHV 16-valve liquid-cooled gasoline |
| Total Displacement: 376 cu.in (6.16 L) |
| Rated Engine Power: 425-430 Hp (317-328 kW) at 6000 rpm |
| Fuel System Type: Sequential port fuel injection (SFI) |
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| General Technical Data |
The Chevrolet LS3 is a 6.2-liter, V8, naturally
aspirated gasoline engine. It is a member of General Motors Generation
IV small block V8 family, succeeding the LS2. This engine was engineered
as a high-performance powerplant for rear-wheel-drive sports cars,
muscle cars, and high-end trucks. Manufactured from 2008 through 2017,
the LS3 is recognized for its significant power output, robust
construction, and adaptability.
It retains the classic pushrod (OHV) architecture with two valves per
cylinder but incorporates advanced design elements like rectangular-port
cylinder heads and a high-lift camshaft. Engine management is performed
by a sophisticated electronic control system with sequential fuel
injection. The LS3 design emphasizes high specific output, immediate
throttle response, and a broad torque curve, making it a cornerstone of
modern American performance.
Engine Type: 90-degree V8, gasoline, overhead valve (OHV/pushrod)
Displacement: 6162 cc (376.0 cubic inches)
Bore: 103.25 mm (4.065 inches)
Stroke: 92.0 mm (3.622 inches)
Compression Ratio: 10.7:1
Firing Order: 1-8-7-2-6-5-4-3
Cylinder Numbering: Left bank (driver side): 1-3-5-7; Right bank
(passenger side): 2-4-6-8
Maximum Power Output: 317-328 kW (425-430 Hp) at 5900-6000 rpm
Maximum Torque: 563-575 Nm (415-424 lb-ft) at 4600 rpm
Fuel Type: Unleaded gasoline, 91 AKI (95 RON) minimum (premium required)
Oil Quality Specification: GM dexos1 or equivalent API SN, GM Standard
GM6094M
Engine Oil Capacity (including filter): 6.2 liters (6.55 US quarts) (dry
sump variants differ)
Coolant Capacity (total system): 13.2 liters (13.95 US quarts)
| Cylinder Block |
The LS3 employs a cast aluminum cylinder block with cast iron cylinder liners. This construction provides a substantial reduction in weight compared to iron blocks while maintaining necessary strength. The block features six-bolt, cross-bolted main bearing caps (four vertical and two lateral bolts per cap) for exceptional crankshaft stability.
The crankshaft is a nodular iron casting with induction-hardened journals. Connecting rods are forged powdered metal units with fractured-split big ends. Pistons are hypereutectic aluminum alloy with a specific dome profile to achieve the 10.7:1 compression ratio, and they are fitted with low-tension, low-friction piston rings. The camshaft is situated in the block's valley.
| Cylinder Head and Valves |
The LS3 uses cast aluminum cylinder heads with rectangular intake ports (GM casting number 821). These heads provide superior high-rpm airflow compared to the cathedral-port designs of earlier LS engines. Each cylinder operates with a single 2.165-inch (55.0 mm) intake valve and a single 1.590-inch (40.4 mm) exhaust valve.
The valves are constructed from hollow-stem, sodium-filled material (intake) and solid stainless steel (exhaust) to manage heat. Valve actuation uses hydraulic roller lifters, pushrods, and investment-cast (or powdered metal) rocker arms with a 1.7:1 ratio. Dual valve springs with a damper coil are standard. The cylinder head gasket is a multilayered steel (MLS) design. The heads are secured with six bolts per cylinder.
| Fuel System |
Fuel delivery is managed by a returnless sequential port fuel injection (SFI) system. The system utilizes a high-capacity electric in-tank fuel pump. A fuel rail assembly supplies eight individual injectors, with a flow rate suited to the engine's power output. Fuel pressure is regulated at the tank module.
The system is controlled by a 32-bit Engine Control Module (ECM). This ECM processes inputs from a wide-range dual-mode air mass sensor, throttle position sensor (TPS), manifold absolute pressure (MAP) sensor, dual wide-band oxygen sensors, and knock sensors. The throttle body is an electronic drive-by-wire unit, 90 mm in diameter on Corvette applications.
| Lubrication System |
Two primary lubrication systems exist: a standard wet-sump for most applications and a performance dry-sump system for the Corvette. The wet-sump system uses a high-volume gerotor-style oil pump driven by the crankshaft. Oil is drawn from a baffled aluminum oil pan, pressurized, and forced through a full-flow oil filter.
The dry-sump system employs a multiple-stage pump, an external oil tank, and a scavenge system to remove oil from the crankcase, ensuring oil pressure during high-g cornering. Both systems feed the main gallery, supplying the crankshaft bearings, connecting rod bearings, camshaft bearings, and lifters. Oil travels through hollow pushrods to lubricate the valvetrain.
| Cooling System |
Coolant circulation is managed by a belt-driven water pump. The system uses a high-flow, dual-pass aluminum radiator. The thermostat is a wax-type unit, opening at 97°C (207°F) to allow operation at a higher temperature for efficiency. Cooling fans are electrically operated and controlled by the ECM based on coolant temperature.
The cooling circuit includes separate flows for the cylinder heads and block, and integrates an oil-to-water cooler for the power steering system (if equipped). A pressurized coolant recovery reservoir serves as the fill point. The system is designed to manage significant heat loads during sustained high-performance driving.
| Intake and Exhaust Systems |
The intake manifold is a composite plastic design with an acoustically tuned intake pathway. The exhaust manifolds are tubular stainless steel on performance applications (Corvette) or cast iron on others (Camaro).
The exhaust system is a true dual system, with each bank having its own catalytic converter and muffler. The system includes four pre-catalytic converters (two per bank) located close to the exhaust manifolds for rapid light-off. An Active Fuel Management (AFM) system is absent on the LS3, unlike some other Gen IV engines.
| Ignition System |
The engine uses a coil-near-plug, distributorless ignition system. Eight individual iridium-tipped spark plugs are fired by coils mounted directly on the valve covers. The ECM controls ignition timing individually for each cylinder based on inputs from the crankshaft position (CKP) and camshaft position (CMP) sensors. The system incorporates robust knock sensors that allow the ECM to operate at the edge of the detonation threshold for maximum performance.
| Engine Control and Electronics |
Engine management is the responsibility of a powerful Engine Control Module (ECM). This unit integrates control of fuel, ignition, electronic throttle, and variable valve timing (on the camshaft sprocket for some models). The ECM communicates via a GM LAN (GMLAN) serial data bus. It features torque-based management, calculating driver demand and adjusting engine parameters to deliver the requested torque.
| Dimensions and Weight |
Length (from bellhousing to water pump pulley): 780 mm (30.71 inches)
Width (across valve covers): 760 mm (29.92 inches)
Height (from oil pan to intake manifold): 740 mm (29.13 inches)
Dry Weight (wet-sump, without accessories): 198 kg (437 lbs)
| Maintenance Data |
Recommended Service Intervals:
Engine Oil and Filter Change: 12000 km (7500 miles) or 12 months under
normal conditions; more frequent for track use.
Air Filter Element Replacement: 48000 km (30000 miles) or as required.
Spark Plug Replacement: 97000 km (60000 miles).
Coolant Replacement: 240000 km (150000 miles) or 5 years with Dex-Cool.
Serpentine Drive Belt Inspection: Check at oil change; replace per
condition.
Fuel Filter Replacement: Service life varies; often integrated with
in-tank pump module.
Fluid Specifications and Capacities:
Engine Oil: SAE 5W-30, meeting GM dexos1 specification (Synthetic
recommended).
Cooling Fluid: Dex-Cool or equivalent OAT coolant.
Manual Transmission Fluid: Specific synthetic fluid as per transmission
model.
| Tightening Torques |
Cylinder Head Bolts: Torque-to-yield, single-use bolts. Tighten in the
specified sequence.
Step 1: 25 Nm (18 lb-ft)
Step 2: Tighten an additional 90 deg of rotation
Step 3: Tighten an additional 90 deg of rotation
Main Bearing Cap Bolts (vertical): 50 Nm (37 lb-ft) plus an additional
77 deg
Main Bearing Cap Cross-Bolts: 20 Nm (15 lb-ft) plus an additional 50 deg
Connecting Rod Cap Bolts: 25 Nm (18 lb-ft) plus an additional 85 deg
(lubricate threads)
Spark Plugs: 15 Nm (11 lb-ft)
Oil Pan Bolts: 25 Nm (18 lb-ft)
Oil Filter: Tighten by hand three-quarters turn after gasket contact
Crankshaft Balancer Bolt: 240 Nm (177 lb-ft) plus an additional 140 deg
Intake Manifold Bolts: 10 Nm (89 pound-inches)
| Vehicle Applications |
The Chevrolet LS3 engine was installed in
the following vehicles:
Chevrolet Corvette (C6, 2008-2013)
Chevrolet Camaro SS (5th generation, 2010-2015)
Pontiac G8 GXP (2008-2009)
Chevrolet SSR (2005-2006 as a later option)
Various specialty vehicles and crate engine packages from General Motors
Performance Parts.
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