The above LS1 wiring is based on the 411 ECM wiring architecture, and the LS1 electrical wiring has full diagnostic capabilities. The Ls1 wiring harness consists of all connectors needed to run the application, specified by GM. You have many options when it comes to the LS1 computer program. We have programs available that allow you to run No Emissions, and No rear heated oxygen sensors – HO2S. The way the computer calculates air to fuel ratio is simple. In OPEN loop, the components being used to control the engine are the CTS, TPS, MAP, MAFS and IAT inputs only. The HO2s only come into play when the computer goes into CLOSED loop. When in CL the computer has a set parameter for all the tables, also working in conjunction with the O2 sensors. The program basically runs how we calibrate it . We provide these types of options to our customers giving you a real bang for your buck. All Stand Alone harnesses are built in house, designed in house, and checked in house. SSW’S Senior Wire Engineering staff will run a full battery of ignition, resistance and continuity tests on your engine fuel management harness, before final shipment.
For special requests use the Contact SSW
The LS1 5.7 Liter V-8 engine is identified in this write up is a` VIN-G.
Camshaft and Drive System
One-piece billet steel camshaft, held in place by five bearings pressed into the block. The camshaft supports a machined sensor / reluctor ring incorporated between the fourth and fifth bearing journals. On the front of the camshaft there resides a timing sprocket, in turn driven through the crankshaft sprocket, also connected is the timing chain. On the splined crankshaft sprocket which drives the oil pump/driven gear. A retaining plate that mounts 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.
LS1 Cylinder Heads
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 and rear of each cylinder head. There are no exhaust gas passages within the cylinder head. Valve rocker arm covers are retained to the cylinder heads by four center mounted rocker arm cover bolts.
LS1 Engine Block
The engine block is a cam-in-block deep skirt 90 degree V configuration with five crankshaft bearing caps. The engine block is aluminum with cast in place iron cylinder bore liners. The five crankshaft bearing caps each have four vertical M10 and two horizontal M8 mounting bolts. The camshaft is supported by five camshaft bearings pressed into the block.
LS1 Exhaust Manifolds
The exhaust manifolds are a one-piece cast iron design. The exhaust manifolds direct exhaust gasses from the combustion chambers to the exhaust system. Each manifold has an externally mounted stamped steel heat shield that is retained by bolts. If you are performing a conversion there are many exhaust manufacturers such as Sanderson Headers
Fuel injection LS1 Intake Manifold
The IAFM or integrated air fuel module is a one-piece composite design that incorporates metal and/or brass threaded inserts for mounting the fuel rail, throttle cable bracket and throttle body. The intake manifold is sealed to the cylinder heads by eight separate non-reusable silicone-sealing gaskets that 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.
LS1 Oil Pan
The structural oil pan is cast aluminum. Incorporated into the design are the oil filter mounting boss, drain plug opening, oil level indicator tube opening, and oil pan baffle. An internal tube assembly directs pressurized oil from the engine block to the oil filter (mounted in the left front area of the pan). Filtered oil is then returned to the engine block through the tube assembly into the engine block oil galleries. The oil pan transfer cover is mounted to the left front area of the oil pan. The alignment of the structural oil pan to the rear of the engine block and transmission bell housing is critical.
LS1 Piston and Connecting Rod Assemblies
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.
LS1 Valve Rocker Arm Cover Assemblies
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. The rocker arm covers are retained to the cylinder heads by four center mounted rocker cover bolts.
LS1 Valve Train
Motion is transmitted from the camshaft through the hydraulic roller valve lifters and tubular pushrods to the roller type rocker arms. The nylon valve lifter guides position and retain the valve lifters. The valve rocker arms for each bank of cylinders are mounted on pedestals (pivot supports). Each rocker arm is retained on the pivot support and cylinder head by a bolt. Valve lash is net build.
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LS1 Wire Harness LS1 Wiring
Speed Scene Wiring descriptively shows you the wire harness in the above page, as proof
of the product that you will receive. The LS1 wire harness is hand crafted, digitally rebound scanned for errors, solder abrasion tested and schematically sound, lastly, started by a real engine for a run time of 30 minutes. All of this is done with the customer in mind and described in the install instructions, that we provide for you.
Lets not forget one of the most important pieces of information, we label the LS1 wire harness
in English. That’s right English, not the geek-speak terminology we use around the shop, just plain English. The reason why the prices are not posted is simple, if you are misinformed about the engine, which by the way could never happen here, we will save you money by relaying the correct info about the wire harness and the computer programming for you LS1 or LS6 powered masterpiece.