2011 6.2L V-8 (LS3)
Vehicle Applications
Chevrolet Camaro SS (with manual transmission)
Chevrolet Corvette / Corvette Grand Sport
Product Highlights
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Gen IV aluminum cylinder block
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High-flow L92-style aluminum cylinder heads
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High-flow intake manifold with acoustic shell
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Dry sump-style oiling system for Corvette Grand Sport with manual transmission
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Advanced electronic throttle control
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58X ignition system
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426 horsepower (318 kW) at 5,900 rpm (Camaro SS)
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430 horsepower (321 kW) at 5,900 rpm (Corvette/Corvette Grand Sport)
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420 lb.-ft. of torque (569 Nm) at 4,600 rpm (Camaro SS)
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424 lb.-ft. of torque (575 Nm) at 4,600 rpm (Corvette/Corvette Grand Sport)
Overview
GM’s Gen IV engine family is a great example of the enduring power of the overhead-valve
small-block V-8 architecture that Chevrolet introduced in 1955. Compared to many overheadcam V-8 engines, the Gen IV family offers compact dimensions that enable it to fit under the low
hoodline of sporty cars, such as the Chevrolet Corvette, as well as the deep well of torque that
is an inherent trait of overhead-valve engines.
The 6.2L LS3 is a direct descendant of the original small-block, sharing key dimensions
including 4.40-inch bore centers (the width between the centers of the cylinders). Engineers
have used the latest technology to make the LS3 not only powerful, but surprisingly efficient. It
is the standard engine in the Chevrolet Camaro SS (with a manual transmission), where it
delivers 426 horsepower (318 kW) and EPA-estimated highway mileage of 24 mpg. It is also
standard in the Corvette and Corvette Grand Sport, where a different exhaust configuration
enables the engine to produce 430 horsepower (321 kW). Highway mileage for the lightweight
Corvette models is 25 mpg.
As with other members of the Gen IV engine family, one of the enablers of the LS3’s balance of
performance and efficiency is great airflow throughout. Intake flow was improved over previous
engines by straightening out and optimizing the flow path from the intake manifold into the
cylinder heads, while the exhaust ports are also designed for greater flow. The engine’s
efficiency also provides an optimum reduction in emissions.
Apart from exhaust and accessory drive variances, the LS3 engines in the Camaro SS and
Corvettes models are identical, although Corvette Grand Sport models equipped with the
TR6060 six-speed manual transmission feature a dry sump-style oiling system to ensure
adequate oiling during high-load cornering.
Gen-IV Cylinder Block and Rotating Assembly
The LS3 6.2L’s Gen-IV cylinder block shares two key design elements with GM’s original smallblock V-8: a 90-degree cylinder angle and 4.400-inch bore centers. The bores themselves are
4.006 inches (103.25 mm) in diameter and matched by a 3.620-inch (92 mm) stroke.
The Gen IV block was developed with math-based tools and data acquired in GM’s racing
programs, and provides a light, rigid foundation for an impressively smooth engine. Its deepskirt design helps maximize strength and minimize vibration. The bulkheads accommodate sixbolt, cross-bolted main-bearing caps that limit crank flex and stiffen the engine’s structure. A
structural oil pan further stiffens the powertrain.
Within the LS3 block is a durable rotating assembly that includes a steel crankshaft and
connecting rods, as well as high-strength, aluminum-alloy pistons. The flat-top pistons are also
lightweight, which enhances high-rpm performance, as they enable the engine to rev quicker.
Also rotating inside the engine block is a camshaft with 0.551-inch (14 mm) lift on the intake
side and 0.522-inch (13.2 mm) lift on the exhaust side.
High-Flow Cylinder Heads and Valvetrain
The LS3’s cylinder heads feature rectangular intake ports that support exceptional airflow.
They’re based on the design of the high-performance L92 cylinder heads, which is used on
vehicles including the Cadillac CTS-V and Chevrolet Corvette ZR1. They support great airflow
at higher rpm for a broader horsepower band, along with strong, low-rpm torque.
Large, 2.165-inch hollow-stem intake and 1.590-inch solid-stem exhaust valves are used in the
356-T6 aluminum alloy heads. The lightweight hollow-stem intake valves enable the engine to
rev quickly and capably to greater than 6,000 rpm.
The intake ports that feed the combustion chambers, as well as the D-shaped exhaust ports,
are designed for excellent high-rpm airflow. The intake rocker arm is offset 6 mm between the
valve tip and rocker bolt/push rod to enable a more direct intake port. The intake valve
diameter is 55 mm and the exhaust valve diameter is 40.4 mm. Valve lift is 0.500-inch (12.7mm)
on the intake and exhaust sides.
High-Flow Intake Manifold with Acoustic Shell
The LS3’s intake manifold ports are designed to match cylinder head. The composite manifold
is manufactured with a lost core process to improve runner-to-runner variation and to reduce
flow losses. Acoustic foam is sandwiched between the outside top of the intake manifold and an
additional “skull cap” acoustic shell to reduce radiated engine noise.
Dry Sump-Style Oiling System for Corvette Grand Sport with Manual Transmission
Corvette Grand Sport models equipped with the manual transmission feature a dry sump-style
oiling system and dual-gerotor oil pump to promote durability during extended high-rpm use
under high cornering loads. The dry sump system scavenges engine oil from the engine utilizing
the first stage of the dual-stage gerotor oil pump. Oil and air are collected from the bottom of the
engine oil pan and transported to the external engine compartment mounted reservoir for
conditioning and storage.
Oil is transported to the top of the tank through an internal scavenge return tube, where it is
tangentially spilled out on a spiral-shaped internal baffle. When the aerated oil from the engine
contacts the internal surfaces of the tank, crankcase gasses and air that are entrained in the oil
are separated out. These gasses are directed by the PCV system through a series of baffles
and tubes back to the crankcase and into the combustion chamber to be burned. The deaerated oil is directed down the walls of the tank to collect in the 10.5-quart reservoir,
conditioned and ready for use. The second stage of the dual-stage gerotor pump then draws the
conditioned oil from the tank and pressurizes it, feeding it to the engine via the oil filter and oil
cooler. The routing of the engine oil to and from the dry sump reservoir also provides the benefit
of passive oil cooling.
Advanced Electronic Throttle Control
GM has led the industry in applying electronic throttle control (ETC). With ETC, there is no
mechanical link between the accelerator pedal and the throttle body. A sensor at the pedal
measures pedal angle and sends a signal to the engine control module (ECM), which in turn
directs an electric motor to open the throttle at the appropriate rate and angle. ETC delivers a
number of benefits to the customer.
With the ECM measuring throttle pedal angle and monitoring other data, including the
transmission’s shift status and traction at the drive wheels, the ETC system can deliver
outstanding throttle response and greater reliability than a mechanical connection, which
typically uses a cable that requires adjustment – and sometimes breaks. Cruise control
electronics are integrated into the system, further improving reliability and simplifying engine
assembly.
Returnless Fuel Injection
The LS3 is equipped with a “returnless'” fuel injection system, also known as a demand system,
that helps optimize performance and emissions. It delivers only the amount of fuel needed by
the injectors, and returns no fuel to the gas tank, which essentially eliminates heat transfer from
the engine to tank. This reduces the amount of vapor generated in the tank and captured by the
vehicle's Onboard Refueling Vapor Recovery (ORVR) system.
58X Ignition System
The LS3 has an advanced 58X crankshaft position encoder to ensure that ignition timing is
accurate throughout its operating range. The 58X crankshaft ring and sensor provide more
immediate, accurate information on the crankshaft’s position during rotation. This allows the
engine control module to adjust ignition timing with greater precision, which optimizes
performance and economy. Engine starting is also more consistent in all operating conditions.
In conjunction with 58X crankshaft timing, the LS3 applies the latest digital cam-timing
technology. The cam sensor is located in the front engine cover, and it reads a 4X sensor target
on the cam sprocket. The target ring has four equally spaced segments that communicate the
camshaft’s position more quickly and accurately than previous systems with a single segment.
The dual 58X/4X measurement ensures extremely accurate timing for the life of the engine.
Moreover, it provides an effective backup system in the event one sensor fails.
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