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It also features higher flowing cylinder heads sourced from the L92, a more aggressive camshaft with 0.551 in (14 mm) lift, a 10.7:1 compression ratio, a revised valvetrain with 0.236 in (6 mm) offset intake rocker arms, a high-flow intake manifold, and 47 lb (21 kg)/hour fuel injectors from the LS7 engine.
It is Chevrolet's last production first-generation small-block. The cylinder heads feature combustion chambers and intake ports very similar to those of the LT1 V8, but lacking the LT1's reverse-flow cooling and higher compression. As such, the L31 head is compatible with all older small-blocks, and is a very popular upgrade.
Introduced in the MY2012 Holden Commodore SV6 and the MY2012 Chevrolet Camaro LS/LT, it is 20.5 pounds (9.3 kg) lighter than the LLT, thanks to a redesigned cylinder head, integrated exhaust manifold, and composite intake manifold. Other components like the fuel injectors, intake valves, and fuel pump have also been updated.
Balsa wood was chosen for its stiffness, light weight, and sound absorption qualities. The all aluminium LS1 overhead valve engine is much lighter than its bi-metal (cast iron block, aluminum heads) predecessor, the LT1, and provides for a much lower hoodline when compared to an overhead cam design of relative displacement.
The COPO 9561 used the cast iron block/cast iron heads, solid-lifter L72 big-block engine, rated at 425 hp (317 kW) SAE gross at 5600 rpm and 460 lb⋅ft (624 N⋅m) of torque at 4000 rpm. [26] Yenko ordered 201 of these cars to convert them into Yenko Camaros. [27] Other dealers also became aware of the L72 engine package.
In sidevalve engines the head is a simple plate of metal containing the spark plugs and possibly heat dissipation fins. In more modern overhead valve and overhead camshaft engines, the head is a more complicated metal block that also contains the inlet and exhaust passages, and often coolant passages, Valvetrain components, and fuel injectors.
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