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S
hortly after GM introduced the LS1 in the ’97 •AFM: The Gen IV blocks were cast with eight oil ports in
Corvette, they created a whole new family of the valley to accommodate the lifter oil management assem-
small block truck engines based on the LS1, bly (LOMA) that deactivates the lifters for every second cylin-
including the 4.8L, 5.3L, 6.0L and the 6.2L that der in the firing order under light loads. The knock sensors
each came with a number of variations over the and cam sensor were moved to make room for the LOMA,
years. In fact, GM built nearly 30 different ver- because it was bolted on top of the valley. A powerful new
sions of these truck engines during the past ten years. They all ECM was added in ’07, so the crank reluctor wheel was
share a common architecture and quite a few common parts, upgraded to 58 teeth and the cam gear had four notches
but there are significant differences between the Generation instead of one so the sensors could provide more immediate
III (Gen III) and Generation IV (Gen IV) engines along with and accurate information to the computer.
plenty of variations from year to year. Just to put it all in per- And, the special “De-Ac” collapsible lifters were added for
spective, there were seven different 5.3L engines in 2005 – the four cylinders that were going to be deactivated. This is
along with the 4.8L and a couple of 6.0L motors. amazing technology, because the four cylinders are deactivat-
Sorting them out has been a challenge, but after six ed in 45 milliseconds, in firing order sequence, when the
months of research along with a bunch of cores, some take- exhaust valves are closed…at the same time the injectors are
out motors and a pile of new parts, we think we have figured turned off and the position of the throttle blade is changed.
out most of the combinations and where they were used, but This process is reversed during reactivation except that the
we may have missed something, so let us know if you have torque converter is momentarily unlocked to allow it to
some information to share.
The key to cataloging the Gen IV engines is an under-
standing of the changes that GM made to the Gen III engines
to make them more suitable for truck applications.They need-
ed more torque, more power and better fuel economy along
with lower emissions, so they modified the block and several
other components to accommodate cylinder deactivation
(they call it active fuel management or AFM) and variable
valve timing (VVT). Here’s an overview of the technology There are three front covers for the Gen IV engines including
and what’s involved: the FWD (left), RWD (center) and RWD with VVT (right).
Note the location of the sensors and the extra hole for the
VVT solenoid.
34 ENGINE BUILDER | March 2012
Circle 35 for more information
 ups and the H3 Hummer didn’t have AFM. 12576177, a All of the 4.8L engines used the 12553482
• The ’08-’09 LMF motor that was used in the vans didn’t have 12576178 or a casting with the narrow (0.857˝) flange, but
AFM. 12589779 casting. it had the 58X reluctor wheel (p/n
• All of the 5.3L engines got VVT in ’10, but the LH9 and LMF The aluminum block 12586768) instead of the 24X reluctor
engines still came without AFM in ’10 and ’11. is either a 12571048, a wheel that was found on all the Gen III
• The Gen IV 6.0L engines all got VVT beginning in ’07, but 1260-1900, a motors.
the ’07-’09 L76, the ’08-’09 LFA, and the ’10-’11 LZ1 were the 12569513 or a • 5.3L Gen IV ’05-’06 Trucks,Vans and
only ones that had both AFM and VVT. 12568573 casting that SUVs
•All of the 6.2L engines came with VVT, but AFM was only has three more bolt These early Gen IV motors came with the
used on the 1st design L92 in ’07 and on the L94 in ’10-’11. The three bolt gear with a 1X sensor was replaced by the 1 bolt gear holes on the sides. 12552216 casting that had the 24X reluc-
Now that you have a better understanding of what GM was or phaser that had a 4X sensor in ’07. Based on the cores tor wheel, just like all the 5.3L Gen III
There’s one bolt hole on the rear cover for the FWD (right) that’s
trying to accomplish when they upgraded the Gen IV engines, it’s we’ve seen, one or motors, because they still used the early
relieved to clear the smaller Buick bell housing.
a lot easier to understand the changes that they made. Let’s begin more of these holes ECM.
with the blocks by noting the differences between the Gen III and are used for some • 5.3L Gen IV ’07-’11 Trucks,Vans and
absorb the torque spike that occurs when the four cylinders come Gen IV castings. applications, so you SUVs
back on line. That’s why AFM is only available with an automatic can’t replace an alu- Beginning in ’07, all of the 5.3L truck
transmission. AFM improves fuel economy up to 20% depending
on the application, because operating the engine on four cylinders GEN III Blocks minum block with an engines came with the 12552216 casting
The LS1 that was installed in the ’97 Corvette was the first Gen III iron one, but you can that had the 58X reluctor wheel, because
reduces pumping losses and increases thermal efficiency. replace an iron block they all had the new ECM that needed
As amazing as it is, AFM is not without problems that can affect motor (the 265 was Gen I and the LT1 was Gen II). GM says it’s
part of the small block family, but the only thing it has in common with an aluminum more accurate information than they could
engine builders. We’ll talk about noisy lifters and oil consumption casting. We suspect provide with a 24X reluctor wheel.
with the earlier engines is the bore spacing and the shape of the Note the difference in the shape of the teeth on the cam gear. This
later. that the extra bolt • 5.3L Gen IV ’05-’07 (1st design)
bell housing. asymmetrical design reduces chain noise.
• VVT: The use of variable valve timing (VVT) required mod- holes on the alu- FWD Cars
ifications to the cams along with the timing components and the Soon after the car motors were introduced, GM replaced the
old 305 and 350 truck motors with the new 4.8L, 5.3L and 6.0L minum 5.3L blocks The early FWD cars used the 12552216
front covers, but there were no changes to the block itself, so we’ll were used for a differential support of some casting, just like the trucks, but it was
note the differences when we discuss the individual components. engines that all used the LS architecture.There were both cast iron
and aluminum blocks used from ’99 through ’08, but the cast iron kind for the Trailblazer/Envoy chassis, 13.0mm, or about a half an inch, shorter
Here’s how it works: because the aluminum block was the only according to GM, so the flange measures
• Variable valve timing or “cam phasing” as its sometimes called, blocks were usually found in 2WD pickups and the aluminum
blocks were used in the 4WD pickups and SUVs along with the one that was used in these small SUVs. 0.750˝ instead of about 0.850˝ and the
“eliminates the compromise inherent in conventional fixed valve The 6.0L engines came with a cast iron front snout is shorter, too. This crank had
timing and allows a mix of low rpm torque over a broad range of Chevy SSR. They can all be identified by the two knock sensors
in the valley and the cam sensor that’s located in the back of the block that’s a 12576181 casting or an alu- the 24X reluctor wheel.
engine speed and free breathing, high-rev horsepower, when need- minum block that’s a 12568952 casting.We • 5.3L Gen IV (’07-’09 2nd design)
ed,” according to GM. In other words,VVT lets the engine breathe block near the bell housing.
don’t know if they’re interchangeable FWD Cars
better across the full spectrum of rpm and loads, while creating a The VVT motors have an electric solenoid because we haven’t seen them side-by-side, The late FWD cars used the shortened
wide, smooth, power band. GEN IV Blocks that modulates the oil to the phaser so it can but we suspect that they’re all the same 12552216 casting with the 58X reluctor
The cam phaser can advance or retard the cam by up to 62 The first Gen IV truck engine was introduced in ’05 in the mid- advance or retard the cam. because they were both used in the same wheel.
crankshaft degrees, depending on driving requirements. It’s sized SUVs including the Trailblazer and Envoy along with some trucks, vans and big SUVs, and they were • 6.0L Gen IV ’07-’11 Trucks,Vans and
advanced for a smoother idle and better low-end torque, or retard- other models that shared the same plat-
never installed in the Trailblazer/Envoy SUVs
ed for more horsepower at higher rpm and better fuel economy form. The new 5.3L came with AFM and
chassis. The 6.0L engines all used the 12552216
under light loads. VVT improves fuel economy when its used in an aluminum block that incorporated sev-
There’s also a FWD 5.3L block with a casting with the 58X reluctor wheel.This is
conjunction with AFM because it helps maintain maximum eral changes. The most noticeable differ-
12569004 casting number on it. It’s unique, the same casting that’s used in the 5.3L
torque when the engine is operating on four cylinders so the ence was the addition of the eight oil ports
because it has on the 231 Buick bell hous- motors, but it’s balanced with a different
engine stays in the AFM mode as long as possible. And, it elimi- in the valley that supplied oil from the
ing and several different bolt bosses on both bob weight, because of the heavier pistons.
nates the need for an EGR system, because cam overlap is used for LOMA to the “De-Ac” lifters, so the two
sides that are used for the transverse FWD However, there are some rebuilders who
internal EGR instead of having an external EGR valve along with knock sensors were moved from the valley
applications. say they mix and match them and get away
the passages from the exhaust ports to the intake manifold. to the sides of the block and the cam sen-
with it.
Although all of the Gen IV engines can accommodate both sor was moved up to the front cover in
AFM and VVT, GM has used both of these technologies selective- order to make room for the oil ports and Cranks and Sensors
ly, depending on the engine and the application: the lifter oil management assembly. All of the Gen IV engines came with the Rods
• The 4.8L engines never came with AFM and didn’t get VVT The cast iron Gen IV block for the same crank castings that were used in the There are long and short LS rods that came
until 2010. The Gen IV motors came with The cam gear was held on with 4.8L/5.3L showed up in ’07, along with Gen III motors, but there were a couple of with and without pin bushings, but all of
• All of the 5.3L engines had AFM from ’05 through ’11 with the chain guide in ’05 and ’06, one big bolt beginning in ’07. If the cast iron 6.0L that was followed by an important differences. the Gen IV rods are bushed. It’s easy to tell
the following exceptions: but they all got the blade-style the engine had VVT, the bolt aluminum version of the 6.0L in ’08. • 4.8 L Gen IV ’07-’11 Trucks and them apart because the Gen III press-fit
• The LH8 and LH9 engines that were used in the small pick- tensioner beginning in ’07. had an actuator valve in the cen- The 4.8L/5.3L cast iron block is a Vans rods have rounded edges on one side of the
ter.
36 ENGINE BUILDER | March 2012 www.enginebuildermag.com | ENGINE BUILDER 37
 are still 1.5mm/1.5mm/3.0mm.
• 6.0L: There have been two ring sets
for the 6.0L from ’99-’11.
• The rings in the first set that fits from
’99-’04 are 1.5mm/1.5mm/3.0mm.
• The rings in the second set that fits
from ’05-’11 are 1.2mm/1.5mm/2.5mm.
Be sure to match the pistons and rings
for each application.
Engine Year Piston GM P/N
4.8L ’07- ’09 Flat Tops 89060486
’10-’11 Flat Tops
with 2 reliefs 19208675
5.3L ’05-’09 Flat Tops 89060486
’10- ’11 Flat Tops
with 2 reliefs 19208675
6.0L ’05-’09 LS2 Flat Tops 19178305
The Gen IV engines without AFM had a ’07-’11 Dished 89017849
The perimeter gasket on the left is used for (Ex Hybrids) w/2 reliefs
flat cover (left) that sealed off the valley and the cover without AFM and the one on the ’08-’09 LFA Flat Tops 19209286
the oil ports. The lifter oil management right is used for the one with AFM. (Hybrid) w/2 reliefs
assembly (right) was used on the engines ’10-’11 LZ1 Flat Tops 19209286
with AFM. (Hybrid) w/ 2 reliefs

Oil Pumps
The Gen IV engines have used two differ-
ent oil pumps that have three different
springs for the relief valve.
• The 12586665 pump that was carried
over from the Gen III applications pumped
0.96 cubic inches per revolution. It was
used on all the cast iron Gen IV motors and
on a few of the aluminum ones like the
There are four solenoids on the lifter oil management assembly that are connected to the
LS2 and LH8 that came without AFM or
eight oil ports that control the “De-Ac” lifters.
VVT. The replacement pump is the
beam and there’s no bushing. motor can be a challenge, because there are Melling M295.
• 4.8L: These engines all have the long flat tops and dished pistons that came with • GM introduced a new pump begin-
rod that measures about 4.70˝ from bore- and without the valve reliefs that are ning in ’05 with 33% more capacity that
to-bore. They’re powdered metal with a required for the engines that have variable pumped 1.26 cubic inches per revolution.
cracked cap and no identification. valve timing (VVT), so it’s easy to make a There were two versions of this pump, but
• 5.3L and 6.0L: All of these engines use mistake. Here’s our cheat sheet for the Gen
the short, bushed rod that measures about IV motors:
4.520˝ from bore-to-bore.They’re all pow-
dered metal and most of them have Rings
“GKN” and “3847” on the big end of the The rings for these engines are petty
rod. Rebuilders need to be aware that the straightforward, because there haven’t been
bushed rods weigh 30 grams more and the many changes made since the advent of the
pin bore in the press-fit rods is about .002˝ Gen III truck engines in ’99.
larger than the one for the bushed rods, so • 4.8L: One set covers all the 4.8L
you can’t play mix and match if you’re engines from ’99-’11. The rings are
short of the bushed rods. The shield that fits over the AFM relief
1.5mm/1.5mm/3.0mm. valve in the pan deflects the oil down and
• 5.3L: The same set covers all of the away from the crank so it doesn’t end up on
Pistons 5.3L engines from ’99-’11, because the the walls.
Installing the right pistons in the right bore is the same as the 4.8L and the rings

38 ENGINE BUILDER | March 2012

Circle 39 on Reader Service Card for more information
 the only difference have AFM or VVT or both. It’s the Melling
between them was M365.
the spring for the • The LFA and LZ1 Hybrids came with
relief valve. The a variable displacement oil pump that sup-
original 12571885 posedly saves two horsepower. It’s available
pump that was used under p/n 12625823 for the LFA and p/n Most of the 6.0L Gen IV engines came
for a couple of 12623423 for the LZ1. with either flat top or dished pistons that
applications in ’05- We recommend replacing all the facto- had valve reliefs for VVT, but the ones for
’07 had a red spring ry oil pumps with aftermarket pumps the LS2 didn’t have reliefs because it didn’t
that relieved the oil because the original design has several flaws have VVT.
pressure at 43 lbs. that can lead to problems.
the timing components over the years.This
The oil pump for the Based on our
can create a problem for rebuilders, because
aluminum engines research, we
the chains, gears and tensioners are not
with AFM and/or believe that GM
interchangeable even though they may fit
VVT had 33% more originally intended
several different applications. Here are the
volume. Note the dif- to build these early
correct gear and sensor combinations:
ference in the width of 5.3L Gen IV
• All of the Gen III motors had the cam
the gerotor on the engines with both
The intake rockers had to be offset by sensor located on the back of the cam so
right. AFM and VVT, so
6.0mm to clear the large, rectangular ports they used a “plain” gear with lots of holes
they increased the
on the 823/ 5364 heads that were installed in it that was bolted to the front of the cam
pressure and the
on the 6.0L Gen IV engines beginning in with three small capscrews.
volume to make
’07. Note: GM and most vendors have con-
sure the pump
solidated their timing gears/sets by replac-
could supply • The clearance between the rotor and
ing the “plain” gear with the ’05-’06 Gen
enough oil for the backing plate is so tight (.000˝ to .003˝)
IV gear that has a single notch in it and
both of them, but that most of the covers are badly scored by
three capscrews. It works fine.
they apparently the time we see them. In fact, GM is hav-
decided they did- ing problems with them scoring and seiz-
n’t need the high- ing while they’re still under warranty.
er oil pressure • The thin steel backing plate warps,
because this pump leaks, and bleeds off oil pressure constantly.
was replaced by • The OEM relief spring starts bypassing
the 12612289 that oil at 6#, which aggravates the problem if
had a 33 lbs. relief the engine has low oil pressure at hot idle,
The miniature AFM valve in ’08. The and the constant fluctuation of the relief
lifter has two spring- original high-pres- valve tends to wear the bore in the alu- The cam for the ’05-’06 Gen IV engines
loaded pins that ride sure pump is avail- minum housing so the oil bypasses the had three bolts for the cam gear, the ’07-’09
up on a ledge inside able from Melling relief valve and the engine has low oil pres- engines without VVT had a single bolt and
the roller body until as the M355, but sure. the all of the engines with VVT had the
they are depressed by we prefer to use The replacement pumps address all of single bolt along with the two “ears” that
the oil pressure that the M365 that has these problems, so we suggest using new supplied oil to the phaser.
deactivates the lifter the lower pressure ones instead of trying to rebuild the OEM
and allows it to drop instead. pumps. The chart on page 45 explains the
down inside the roller • The 12612289 application by RPO and VIN code. You
body. is the latest version will note that we superseded the 43 lbs.
of the big pump. It 12571885 with the 33 lbs. 12612289, but
has the bigger housing with the extra you can run the 43 lbs. pump on the ’05-
capacity, but it has the yellow spring that ’07 LH6 and LS4 engines if you prefer.
reduces the maximum oil pressure from 43 The second journal was grooved and had a
hole that fed oil into the hollow core for the
lbs. down to 33 lbs. It’s used on all of the Timing Components engines with VVT.
truck engines with an aluminum block that There have been several changes made to

40 ENGINE BUILDER | March 2012

Circle 41 on Reader Service Card for more information
 ’07-’11 (ex. LS2
and Hybrids) 4X Phaser P/N 12606358
’08-‘11 (LFA &
LZ1 Hybrids) 4X Phaser P/N 12602699

Tensioners
GM has used either a chain damper or a
tensioner on all the GEN IV engines,
depending on the application.They both fit
all the Gen IV blocks, but they’re not inter-
changeable.
• The 12588670 is the wedge shaped
The original Delphi “De-Ac” lifter is on the
guide that was used on the ’05-’06 LH6
left and the Eaton with the three “windows”
and the LS2 along with ’05-’07 1st design
is on the right. Neither one should be
LS4, because they all had 1X cam gear with
reused. Unfortunately, you can’t tell the dif-
the three bolt cam.
ference between a Delphi I and Delphi II
• The 12585997 is a blade style, spring-
externally.
The lifter guides for the AFM engines have loaded tensioner that was used for all ’07
one notch that indexes on a tab in the block used up through and up Gen IV motors that had the 58X
to ensure that it’s installed in the right loca- ’09 on all of crank reluctor wheel and the 4X cam gear
tion. The ones for the engines without AFM these engines, or the phaser. This tensioner must be used
have two notches because the lifters are all because none of on all of these engines because GM creat-
the same so they can fit in any location. them had VVT ed some initial slack in the chain by modi-
• The cam sensor was moved to the cam and the phaser fying the tooth profile so the chain sat
gear and front cover in ’05 in order to make with the 4X deeper in the gear, but that created a noise
room for the oil ports that were required sensor attached problem, so the powdered metal gears have
for AFM. The cam gear had a single notch to it. an asymmetrical pattern on the teeth that
(1X) on it through ’06, because these • The cam reduces the noise by eliminating the com-
engines still used the old ECM, and it was gear on the 6.0L mon harmonic frequency. Look at the pic-
bolted to the cam with three small cap- The early “De-Ac” lifters engines was ture of the 4X gear that’s on page 37 and
screws, just like the Gen III motors. have a small hole in both changed in ’07, you will see that the teeth aren’t symmetri-
• When GM switched to the new ECM the body and the plunger. too, but all of
in ’07, they changed the cam gear on the The latest version- the these engines
4.8L and 5.3L. It was held on with one “Delphi II” -has several came with VVT,
large bolt and it had four notches (4X) on large holes that refill the so the cam gear
it so it could provide a more accurate sig- lifter immediately and was an integral
nal to the computer. It also provided a eliminate lifter noise at part of the cam
backup signal and limp-home capability in start-up. phaser assembly
case the crank sensor failed. This gear was that had a
stamped-steel plate with four notches (4X)
attached to the front of it.This same assem-
bly was used on all the 4.8L and 5.3L
motors when they got VVT in 2010.
Here’s a recap of the cam gears and sen-
sors for the Gen IV motors:
4.8L ’07-’09 4X One Bolt
’10-’11 4X Phaser P/N 12606358

5.3L ’05-’06 (LH6) 1X 3 Bolts

’07-’09 4X One Bolt
’10-’11 4X Phaser P/N 12606358 The Gen III, oval port heads (bottom) were
Notice the difference in the size of the holes 6.0L ’05-’06 (LS2) 1X 3 Bolts replaced by the ones with “Dee” shaped
for the lifters and the location of the notches ’07-’09 (LS2) 4X One Bolt exhaust ports and bigger valves on all the
in each lifter guide. 4.8L/5.3L Gen IV motors.
42 ENGINE BUILDER | March 2012
Circle 43 on Reader Service Card for more information
 • GM changed the location of the oil have to replace them under warranty when
hole on the Gen IV lifters that are used in the engine gets 30,000 or 40,000 miles on
the cylinders that aren’t deactivated on the it. The “Delphi II” lifters are available from
AFM motors. The oil hole is on the same GM for about $50 apiece or for a little less
side as the flat instead of 90° away from the from at least one supplier in the aftermar-
flat. We’re told that it has to do with limit- ket. Be sure to specify the latest “Delphi II”
ing the amount of oil that can leak out of lifters when you order new ones wherever
the lifter when the engine is shut off and you get them. The correct GM part num-
The 24X crank sensor wheel (left) was that this change helps eliminate noisy lifters ber is 12639516, according to our Chevy
replaced by the 58X on all Gen IV motors at start-up, so rebuilders should probably dealer. The Gen IV aluminum blocks have one The Gen IV aluminum blocks have two
beginning in ’07. use the correct lifters for the Gen IV extra bolt hole on the passenger side. extra bolt holes on the driver’s side.
The 6.0L Gen IV motors got the engines, even though they cost more. Lifter Guides
large bolt for the gear will plug the hole • There are three different “De-Ac” ular lifters. The 12571596 is for the front the truck heads we have seen by year, RPO
823/5364 castings with the big rectangular There have been three different lifter guides
and block off the oil, but you must have a lifters. The early ones were made by either cylinders on both sides and the 12571608 is and VIN code, including the ones for the
intake ports instead of the ones with the used for the Gen IV engines and they’re
VVT cam with the groove and the ears in Eaton or Delphi.The latest one, that’s made for the back two cylinders on both sides. Gen III motors, and describes each one by
smaller cathedral ports that were used on all unique to each application so they’re not
order to make the VVT work. GM has exclusively by Delphi (we call it the GM designed them so you can’t physically part number, casting number, port configu-
the rest of the Gen IV engines. interchangeable.
chosen to machine all their late cams for “Delphi II”), was designed to eliminate the interchange them because they each have a ration and valve size. Once you see them
cal because they all vary in size and width. VVT whether the engine has it or not, so All the engines without AFM have a single notch that fits over the single raised all together, the patterns become more
problem GM had with noisy lifters at start-
The bottom line is that you must use it can be confusing, but just remember that universal guide that accommodates four tab in the block which locates the guide obvious.
up with both of the early designs. If you
the correct chain/gear/tensioner combina- you can’t use a single bolt cam without the regular lifters and fits in any location and the lifters correctly.
take a “De-Ac” lifter apart, you will see
tion for each application or you will have a because it has two notches on the guide
noisy timing set that will fail prematurely.
groove and the two ears in a VVT motor. why there’s a problem, because there’s a
that match any of the locator tabs on the Head Gaskets
• We have combined a few applications complete miniature lifter assembly inside
block. It has the part number, 12595365, Heads GM made a slight modification to the
when GM has superseded them and we the outer roller body where the plunger There have been several different head cast- coolant passages in the head gaskets that
Camshafts hope to consolidate a few more because molded right on it.
used to be, so there’s not enough oil in the ings used on the Gen III and Gen 1V were used on the 799/12564243 heads
the specs appear to be pretty close, but The AFM engines have two different
Getting the right cam in each particular downsized upper chamber to refill the motors. The intake and exhaust ports have with “Dee” shaped exhaust ports, so be sure
we’re concerned about how the computer lifter guides that have two big holes for the
engine can be a challenge, because there lower chamber after the engine has been been changed along with the valve sizes to use the latest design on the Gen III
will react to any changes so we’re sneaking “De-Ac” lifters and two small holes for reg-
have been 12 different cams used in the shut off long enough to let the lifter leak and springs. The chart on page 46 lists all L33/VIN B and all of the 4.8L/5.3L Gen
Gen IV motors and they’re not usually up on it. down. GM couldn’t change the physical
interchangeable because they’re varied, • The last four digits of the OEM part size of the lifter to fix this problem because
unique and specific to each application in
most cases.There are two different bolt pat-
number are always etched on the back of
the rear journal, so it’s easy to identify the
it had to fit inside the roller body, so they
reduced the leak down rate of the lifter and
CHEVY GM IV Engines Chart
terns for the cam gear and some had AFM cam unless it’s a superseded number, and opened up the oil holes in both the lifter LITERS YEAR RPO VIN BLOCK OIL PUMP AFM VVT CRANK CAM SENSOR CAM P/N
orVVT, or both or neither. Here’s what you there are a couple of them, so that makes it and the plunger to make sure they could MAT'L SENSOR
need to know: more difficult. The good news is that we refill the upper and lower chambers imme- 4.8L 2007-09 LY2 C CI M295 58X 4X GEAR/1-BOLT 12593205 - 12625437
• You have to use the three bolt cam in have figured out the complete part num- 4.8L 2010-11 L20 A CI M295 58X 4X GEAR/1-BOLT 12625437
diately after start-up. These changes elimi-
the ’05-’06 Gen IV 5.3L motors in order bers for the superseded cams and included 5.3L 2005-06 LH6 M AL M365 ° 24X 1X GEAR/3-BOLT 12569525
nated the problem they had with noisy
5.3L 2007-09 LH6 M AL M365 ° 58X 4X GEAR/1-BOLT 12593207 - 12625436
to use the 1X cam gear. them on the chart on page 45. lifters, so we recommend installing all new 5.3L 2007-09 LY5 J CI M295 ° 58X 4X GEAR/1-BOLT 12593207 - 12625436
• You must use an AFM cam in the “Delphi II De-Ac” lifters in every AFM 5.3L 2007-09 LMG O CI M295 ° 58X 4X GEAR/1-BOLT 12593207 - 12625436
AFM motors, because the ramps on the Lifters engine. Its not worth taking a chance on 5.3L 2007-09 LC9 3 AL M365 ° 58X 4X GEAR/1-BOLT 12593207 - 12625436
AFM cylinders are longer so they can take Here’s where the fun starts. the original Eaton or Delphi lifters if you 5.3L 2008-09 LMF 4 CI M295 58X 4X GEAR/1-BOLT 12625437
up the locking lash that exists between the 5.3L 2008-09 LH8 L AL M295 58X 4X GEAR/1-BOLT 12625437
ledge in the outer body and the two pins in 5.3L 2010-11 LH9 P AL M365 ° 58X 4X PHASER 12625437
the lifter when the cam is on base circle. 5.3L 2010-11 LMF 4 CI M295 ° 58X 4X PHASER 12625437
• All of the VVT cams are drilled back 5.3L 2010-11 LMG 0 CI M295 ° ° 58X 4X PHASER 12625436
to the second journal that’s grooved and 5.3L 2010-11 LC9 3 AL M365 ° ° 58X 4X PHASER 12625436
there’s a hole in it that feeds oil into the 6.0L 2005-06 LS2 H AL M295 24X 1X GEAR/3-BOLT 12574519
hollow core so the actuator valve can reg- 6.0L 2007-08 LS2 H AL M295 58X 4X GEAR/1-BOLT 12593206
6.0L 2007-09 LY6 K CI M295 ° 58X 4X PHASER 12612274 - 12625439
ulate the position of the cam phaser by
6.0L 2007-09 L76 Y AL M365 ° ° 58X 4X PHASER 12629698/ 12625438 (09)
applying oil into either side of the phaser
6.0L 2008-09 LFA 5 AL VARIABLE ° ° 58X 4X PHASER 12629698
through the two “ears” in the front of the 6.0L 2010-11 LZ1 J AL VARIABLE ° ° 58X 4X PHASER 12629698
cam.You can use a cam that’s machined for The chamber for the rectangular port heads The rectangular port heads (left) have round 6.0L 2010- LY6 K CI M295 ° 58X 4X PHASER 12625439
VVT in a non-VVT motor, because the (left) was modified to incorporate two quench bolt pads instead of the square ones, so there 6.0L 2010-11 L96 G CI M295 ° 58X 4X PHASER 12625439/ 12625440 (11)
areas and bigger valves. are two different rocker supports.
44 ENGINE BUILDER | March 2012 www.enginebuildermag.com | ENGINE BUILDER 45
 IV engines that came later one.The actual specifications will vary tion that seals the oil ports and that’s pretty either a 12556105, a 12587100, a problems for GM, but it probably should
with these heads. depending on the checking height speci- suspect based on the limited number of 12598301 or a 12572014 casting. They are be replaced when the engine is rebuilt for
fied by the vendor, but we have found that samples we’ve seen on cores. The only all very similar to the Gen III rear cover a couple of reasons.The cam gear is a part
alternative is to install a new LOMA assem- (c/n 12559287) and appear to be inter- of the phaser, so if the gear is worn, the
Springs 75 lbs at 1.800˝ and 180 lbs. at 1.420˝ are
bly or tell the installer that he has to put a changeable. phaser will have to be replaced. There are
GM has used two acceptable numbers for our use.
• GM introduced a new, stronger spring new one on in order to validate the war- • The FWD cars use the 12587100 cast- some internal parts that wear, too, and
different valve springs
in’05 that was designed to extend the oper- ranty. They cost about $200 apiece, but it ing. It’s similar to the RWD cover, but it there’s no easy way to get the phaser apart
for the truck engines.
ating range of the engine a little bit higher may be money well spent if it avoids a was modified to provide more clearance to inspect them. So, the only real alterna-
• The original
because the new heads had bigger valves problem with the AFM lifters, because you around one of the bolt bosses for the small- tive is to try to clean it and pressure test it
spring that was used
and better ports that flowed more air. We will be blamed even though it’s not your er FWD bell housing. to see if it’s okay – or replace it every time
on the trucks from
The Gen IV blocks have 8 oil ports in the valley for AFM instead check them at 85 lbs. at 1.800˝ and 245 lbs. fault. to make sure it will go the distance with-
’99 through ’04 had
of the two knock sensors that were located in the valley on the Gen
less tension than the at 1.320˝. If the engine comes without AFM, Problems With out a comeback. By the way, there are
III motors. there’s a plain cover (c/n 12598833) and a two different phasers. The one for the
perimeter gasket (p/n 12610141) plus The LS Motor LFA and LZ1 Hybrids is a p/n 12602699,
Rocker Arms There are a couple of problems with the
GEN III AND GEN IV LS TRUCK HEADS and Supports
eight “O” rings that seal off the valley and
Gen IV motors that may affect how you
and the one for all the rest of the VVT
the oil ports. There’s no provision for the applications is p/n 12606358.
• All of the Gen III and Gen IV 4.8L and PCV on the one that’s used on the trucks, rebuild the AFM motors, especially the
4.8L 4.8L/GEN?III RPO VIN GM PN CN VALVES
PORTS 5.3L motors came with straight intake and but some of the cars use one that has a ones with aluminum blocks.
99-07 LR4 V 12578925 12559862 I 1.890” Cathedral exhaust rockers along with all the Gen III PCV baffle, so be sure to use the right one • Lifter noise after a two-hour shut- Conclusion
12561706 E 1.55” Oval
6.0L engines and the Gen IV LS2 that was for the application. down can be an issue with the engines That’s pretty much the story about the
4.8L 4.8L/ GEN?IV RPO VIN GM PN CN VALVES used in some trucks.They were bolted to a that have AFM. If the ticking lasts more Gen IV engines. It’s interesting to see how
PORTS
07-09 LY2 C 12629049 799 I 2.00” Cathedral rocker support that was mounted on the than 10 seconds after startup and it’s diag- GM has taken a building-block approach
10-11 L20 A 12564243 E 1.55” “Dee”
Front Covers nosed as lifter noise, GM is replacing the to this family that has allowed them to
square pedestals that were machined on the
The Gen IV motors have used three differ- lifters with the latest “Delphi II” lifters mix and match a variety of castings and
5.3L 5.3L/GEN?III RPO VIN GM PN CN VALVES heads.
PORTS ent front covers, two for the trucks and one (p/n 12639516) that we described earlier. components to create 28 engines that are
99-07 LM7 T 12578925 12559862 I 1.890” Cathedral
• When GM installed the 823/5343
for the cars. We recommend using all new “Delphi II” all tailored to different needs and applica-
02-07 L59 Z 12561706 E 1.55” Oval heads on the Gen IV 6.0L engine in ’07,
03-04 LM4 P • All the Gen IV truck engines, except “De-Ac” lifters in these engines to avoid tions.
they had to offset the intake rockers by
5.3L/GEN?III those with VVT, use a 12600326 casting the possibility of a warranty 30,000 or Unfortunately, that means there are 28
05-07 L33 B 12629049 799 I 2.00” Cathedral 6.0mm so the pushrods would clear the
with a hole for the cam sensor that’s offset 40,000 miles later, because you have to different truck engines that we all need to
12564243 E 1.55 “Dee” big, rectangular intake ports found on these
toward the driver’s side. remove the heads in order to replace the rebuild, so it’s going to be real complicat-
5.3L 5.3L/GEN?IV RPO VIN GM PN CN VALVES castings. The rocker support (p/n
• The Gen IV motor with VVT still lifters, and that gets really expensive! ed for everyone in the industry, but it can
PORTS 12569167) was modified to fit the round
05-09 LH6 M 12629049 799 I 2.00” Cathedral has the hole for the cam sensor offset to • Some of the aluminum engines with be done if we identify each RPO and
07-09 LY5 J 12564243 E 1.55” “Dee” pedestals that were machined on these
the driver’s side, but it also has a large hole AFM have experienced oil consumption, rebuild it exactly the way GM built it in
07-11 LC9 3 heads.
07-11 LMG 0 in the center for the solenoid that regu- too. GM says that the oil spray that is dis- the first place. Hopefully this information
08-11 LMF 4 lates the oil pressure for the cam phaser.
08-09 LH8 L charged from the AFM pressure relief will make it easier for everyone to do that,
10-11 LH9 P Pushrods Our sample has a 12594939 casting num- valve in the crankcase may result in carbon but the moral of the LS story is, “Don’t
05-09 LS4 C The Gen IV engines use the same pushrods ber which is the same as the OEM part deposits in the ring grooves that stick the guess and don’t take any short cuts.”
6.0L 6.0L/GEN?III RPO VIN GM PN CN VALVES that were used for all the Gen III engines. number. rings and cause oil consumption. They
PORTS • The FWD cars have a unique front
99-00 LQ4 U 12568175 12567173 I 2.00” Cathedral have modified the rocker cover to change Doug Anderson is
CAST IRON E 1.55” Oval The LOMA cover that has the hole for the cam sensor the calibration for the PCV for some Manager of Technical
01-08 LQ4 U 12562319 12562317 I 2.00” Cathedral offset to the passenger side. We have seen
02-07 LQ9 N E 1.55” “Dee” and Valley Covers two different versions, but the latest one
applications, but the real fix is the installa- Services for Grooms
Engines, located in
ALUMINUM tion of a shield (p/n 12639759) over the
The “lifter oil management (p/n 12611880) supersedes the earlier Nashville, TN. He has
6.0L 6.0L/GEN?IV RPO VIN GM PN CN VALVES assembly”(LOMA) that contains the sole- AFM relief valve to deflect the oil down authored numerous
12580288 casting, so they appear to be into the pan instead of allowing it to hit
PORTS technical articles on
05-09 LS2 H 12564243 I 2.00” Cathedral noids that control the “De-Ac” lifters cov- interchangeable. The later one has an
E 1.55” “Dee” ers up the valley on the engines with AFM. the crank that throws it up on the cylin- engine rebuilding for
unusual casting number that’s “CDCG/A,” der walls. Rebuilders should include this Engine Builder magazine for more than
07-10 LY6 K 12629051 823 I 2.165” Rectangular The early ones were bolted together as an whatever that means. 20 years. Anderson has also made
07-09 L76 Y 5364 E 1.590” “Big Dee” shield with the LC9, L76, L96, LS4, LFA
assembly, but the later ones are riveted so many technical presentations on engine
08-09 LFA 5 12629051 823 I 2.00” Rectangular and LZ1 along with a picture and instruc- building at AERA and PERA conven-
10-11 LZ1 J 5364 E 1.55” “Big Dee” they can’t be disassembled. GM offers a
10-12 L96 G 12629051 823 I 2.165” Rectangular perimeter gasket (p/n 89017690) to service
Rear Covers tions so the installer knows where it goes tions and seminars. To find Doug’s
11 LC8 ? 5364 E 1.590” “Big Dee” These engines have two different rear and why it must be installed before put- other articles for Engine Builder maga-
the LOMA, but that means you have to cut zine, visit our website at www.engineb-
the gasket and reuse the existing inner por- covers. ting the pan on the engine. uildermag.com.
• The RWD trucks (and cars) have • The cam phaser hasn’t created any

46 ENGINE BUILDER | March 2012 www.enginebuildermag.com | ENGINE BUILDER 47

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