Can you bore an ls1

Any help on this would be greatly appreciated. Post by Engguy » Sat May 30, am If my information is correct. LS1 blocks were produced from to Stock bore is 3. Max recomended stroke is 4. Post by RJ » Sat May 30, pm You'll need to examine the block you intend to use, the block is poured around the sleeves, the result sometimes is sleeves that are thin on one side after the factory bores them to size.

The LS7 block is the only LS block that is first bored, and then the sleeves are pressed in, LS9 might be this way also.

The blocks hone like butter, and the bores will balloon when thin. Corey Clayton Clayton Racing Engines You can bore a ls1 block. Look at how thick a replacement sleeve is. You do what you want and I will do what I know. I have a L92 block going to bore to 4. You shouldn't bore an aluminum block. Waaay more stuff to list. Ok L92 is a alum. If you have are later ls1 block you can bore it. Sealpower has pistons. You can pm me if you want to know where you can get it done.

Page 1 of 2 1 2 Last Jump to page:. Replies: 22 Last Post: , PM. Replies: 0 Last Post: , AM. Replies: 13 Last Post: , PM. By Frankthetank in forum Almost Anything Goes. Stroking a motor for extra displacement is hardly a novel concept. There are more than two dozen variants of the LS-series smallblock, which are offered in a dizzying array of bore-and-stroke combinations. Understanding why big cubic inches reign supreme requires examining the relationship between horsepower, torque, and displacement.

All other factors being equal, bigger engines generate more torque than their smaller counterparts, as they can ingest more air and fuel into their larger cylinders at any given RPM.

The connecting rods and crankshaft convert the reciprocating motion of the pistons into rotating motion. If a 1-pound weight is placed at the end of a 1-footlong lever, the twisting force it exerts would be equivalent to 1 ft-lb. Expanding upon this example, an engine that generates ft-lbs of torque produces the same amount of force as a pound weight hanging off the end of a 1-foot lever. With the influx of affordable cranks and rods that have hit the market in the last decade, acquiring a stroker rotating assembly is cheaper and easier than ever.

Having lots of cubic inches means nothing without adequate airflow. Because no single engine component impacts power production and power potential more than the cylinder heads, investing in a set of quality castings will pay enormous dividends. Cylinder heads must be paired with the right camshaft to optimize the shape of the power curve for your intended application.

Recognizing this problem, eighteenth-century Scottish engineer James Watt developed a formula for horsepower to calculate the amount of work his newly invented steam engine could accomplish. In other words, since the end of a 1-foot lever attached to a crankshaft would travel 6. When fitted with cylinder heads that flow serious air, biginch stroker motors produce outstanding horsepower and torque while retaining excellent street manners.

Torque is multiplied with every revolution of the crankshaft, and horsepower is simply the total cumulative torque an engine produces in one minute. In other words, horsepower is nothing more than the rate at which torque is produced. Consequently, the only way to boost horsepower is to increase torque output or RPM.

Both are viable options, but there is a practical limit to how many RPM a motor can turn. Building a potent and reliable engine combination starts with quality machine work.

A typical stroker buildup requires boring, honing, and decking the block, in addition to balancing the rotating assembly.

Good things can come in small packages. One of the easiest and most affordable stroker LS engine combos you can build is a simple that combines a 3. This can be achieved with either a 5. Fitted with a camshaft with to degrees of intake duration at.

Granted, long-duration camshafts and big-port heads can shift the bulk of the torque curve higher up in the RPM band, which can yield tremendous gains in horsepower, but it comes at the expense of compromised idle quality and decreased low-speed torque. Likewise, taking full advantage of a large cam requires turning more RPM. Furthermore, a high-winding engine combo needs shorter rear-end gearing, which increases cruising RPM and adversely affects gas mileage.

The beauty of a big-inch stroker is that it can make more power than a smaller motor without having to turn as many RPM. And regardless of your personal tastes or tolerance level for cam lope and lowRPM surge, cubic inches are your friend. The horsepower-percubic-inch metric has been used to gauge efficiency for decades, and the fuelie was one of the first mass-produced engines to reach that mark.

In the wake of LS small-blocks, ci stroker motors belting out hp are a dime a dozen. The fact that they produce peak power at a perfectly streetable 6, to 6,rpm range is even more impressive.

More radical combinations can easily surpass 1. Its epic 1, hp peaks at 9, rpm, and the revs to a jaw-dropping 9, rpm. In a 3,pound Camaro, the powers the car to 8. Surely, enthusiasts who grew up building Gen I small-block Chevys may have a hard time believing these outstanding efficiency numbers.

However, such skepticism is merely a testament to how good the LS1 platform is from the factory. With nothing more than a larger camshaft, with roughly to degrees of intake duration at. That works out to 1. Nonetheless, efficiency alone only gets you so far.

However, not only are the astronomical engine speeds of a Cup motor impractical for a street motor, due to cost, reliability, and drivability issues, NASCAR engines are a perfect example of why RPM is the single biggest limiting factor of how much power small motors can produce.

The current limit of steel valvesprings is 83 to 85 cycles per second, which translates to roughly 10, rpm in a fourstroke engine. For motors that run for any appreciable length of time, 9, rpm is as high as you want to go.

Since horsepower is nothing more than torque multiplied by RPM, and smaller motors produce less torque, they must turn more RPM to match the power output of larger motors.

If engine builders at NASCAR shops could wring another 1, rpm out of their motors, horsepower output would skyrocket accordingly. Additional cubic inches helps combat this problem, since bigger motors produce more torque, and increasing displacement reduces the RPM at which peak power is produced. For example, if you unbolted the cylinder heads and camshaft from a stroker motor and installed it on a stock-displacement short-block, the smaller motor would produce less torque and similar peak horsepower, but at a higher RPM.

As with the Gen I small-block Chevy, this has made the LS platform extremely popular with engine swappers. Compared to aluminum blocks, iron units are stronger and can be bored up to. Unwanted harmonics can quickly destroy an expensive short-block, so a stroker build must always be properly balanced. This stout mill puts out hp at 6, rpm and ft-lbs of torque at 4, rpm.