History of the LS Engine

There’s a saying in the automotive world: “There’s no replacement for displacement.” Somehow, that tag became attached to an engine, in a vee shape and packing eight cylinders, made by Chevrolet in America.

In the late nineties General Motors and Chevrolet debuted a new V8. Dubbed “LS” for “Luxury Sport” it’s this name and engine that have popularized the above saying. First seen in the 1997 C5 Corvette, the all “aluminum” block, called the LS1, was also known as the small block Gen111. It replaced the LT or “Luxury Touring” engine that had been a mainstay for some time.

It was what’s called a clean sheet design; essentially a start from nothing design, the only common points the LS had with the LT was bore spacing and conrod bearings. Even in the LS range of engines themselves items such as the bore centre, at 4.40 inches, cross bolted six bolt main bearing caps, and a four bolt per cylinder head bolt pattern are common.

Alloy blocks are used for performance oriented vehicles whilst blocks made of iron are used for SUVs and trucks.

At 5.7 litres or 350 cubic inches in capacity, as the most common iteration is seen in, it produced 257 kilowatts or 345 horsepower. Maximum torque was 470Nm or 350 pound-feet, found at 4400rpm. It was bolted into a substantial range of cars such as the Corvette, Firebird, and of course in Holden and HSV cars like the Statesman and Senator Signature.

LS6 is the name given to a higher output but same capacity engine largely found in the C5 Corvette Z06, with production starting in 2001. Peak grunt was bumped to 287 kilowatts and torque to 522Nm initially, with further development lifting both to 302kW and 540Nm.

There were also smaller engines based on the same architecture. Engineered for use in passenger SUV and trucks, the LS1 4.8L and 5.3L blocks have a 3.78 inch diameter for the bore.

In 2005 GM unveiled the GenIV or LS2 engine. There were bigger capacities, cylinder deactivation technology for improved fuel savings, and variable valve timing. Capacity went to 6.0L (5964 cc in real terms) or 364 cubic inches. Base engines made 300kW and 542 Nm. Holden and HSV saw this installed in cars such as the Monaro and Grange.

L76 is the designation given to the LS2s fitted with Active Fuel Management or AFM. It was some time before Holden chose to use the feature; from 2009 it was installed however only in cars with an automatic called the 6L80. Power was rated as 260kW and maximum twist of 510 Nm came in at 4400rpm. Designed to assist in bettering fuel economy by shutting down firing in four cylinders, the engine gave rise to the L77. This designation defines the LS2 as being ethanol fuel compatible.

Various engines with names such as LY5, LH6, and LMF were produced and seen in SUVs such as the Chevrolet Trailblazer and GMC Savana.

LS7 was a rarely seen engine in Australia. It was intended to be produced for a specific HSV car here called the W427. Corsa Special Vehicles beat HSV to the punch here, with their engine producing 400kW and 600Nm. HSV’s version, first shown at the 2008 Melbourne International Motor Show, offered 375kW and 640Nm.

A supercharged and slightly capacity increased engine, at 6.2L and called LSA, was released in 2009. This was first seen in the ballsy Cadillac CTS-V and Australia had it in the GTS, GTS-R, and Maloo R8 LSA, just to name a couple. 480kW was the peak power and an amazing 754Nm of torque. These came courtesy of a block with revised compression, cast pistons, and a “blower’ of 1.9L in capacity.

With Holden ceasing local manufacturing in late 2017, the LS engines are now only to be found in cars already on Australian roads or in vehicles allowed to be imported from the US to Australia.

For now….anyway. Stand by for Camaro.

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Rare Spares D’Alberto Car Collection

With great wealth comes great responsibility. That’s what Bill Gates said. He should know, having been one of the all time wealthiest people. But define wealth? Is it purely a monetary value? Or can it be a little philosophical and be of something untouchable, like the love a parent has for a child? Perhaps that wealth can be something others covet and envy.

If it’s this, then the D’Alberto family certainly had wealth. This came in the form of a collection of motor vehicles that, in some cases, had barely a thousand kilometers worth of driving. The Echuca, Victoria, based family owned a car dealership group, spread across four locations in Victoria and New South Wales, and had amassed a considerable amount of cars over the past decades, including a 1927 Chevrolet ute, a 1927 Buick Tourer, a 1921 Model T Ford, and an absolute gem in the shape of a 1988 VL Walkinshaw Group A SS. Build number 333, if you don’t mind.

Never registered it had still somehow covered some kilometers, but just 1308 of them. Part of the collection of cars that was auctioned off by Mildura based auction house Burns & Co, its new owner handed over $305,000 plus auction fees.

The auction itself wasn’t just about moving rolling metal however. Plenty of boxes full of marketing material and posters were available, such as the evolution of Holden from the 1960s to the 1970s, Peter Brock and Holden Racing Team items, driving lights, user manuals for vehicles, trim pieces, and spare parts.

It’d be fair to say, however, that it was the astounding collection of cars being offered that attracted the most eyeballs. Cars such as a 48/215, a Corvette Stingray, even a Sydney Olympic Torch Relay fitted out Commodore were there for the asking.

A 48 year old LC Torana GTR went for an eyewatering $165,000, a similarly aged HT Monaro with a naturally aspirated 5.0L engine lightened the wallet for $170,00, while some more modern muscle in the form of a 1992 VN Group A SS saw $210,000 against its name.

The D’Alberto brothers certainly had an eye for quality and made sure that as many as possible of the cars were in as best a condition as possible. Hence the responsibility part of the opening quote. A quick look through the online catalogue showcases shiny and well maintained cars, including a lovely 1970 Monaro GTS with a 186ci straight six cylinder. With the speedo reading just 313 miles travelled, it sold for $240,000.

Do you have your own piece of Australian motoring history in your garage? Tell us about your pride and joy in the comments section on our Facebook page.

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Aussie Motorsport Classic: The Channel 9 Camaro

October 3, 1982. Reid Park, Mount Panorama, Bathurst. Lap 27. Kevin Bartlett. Camaro. A time, location and car that are forever etched into Australian motorsport history.

KB is up with the leaders in the famous Bathurst 1000 when one of a batch of fourteen wheels the team had bought for the Camaro fails. It’s the rear left. Instantly, the tyre deflates, pitching the Channel 9 branded car’s rear into the concrete safety wall. The left front bounces off as the nose swings around and it’s just on a right hand curve on an uphill run.

Unsettled, there’s momentum enough to cause the Camaro to roll over to the right, landing on its roof. The car skids to the other side of the track and quickly a trackside official is there to assist a shaken Bartlett out of the inverted Camaro. He’s ok, points at the clearly ruined wheel and tyre, and walks into the crowd.

In context, it was a miracle that Bartlett and the Channel 9 sponsored car were in the race at all. In practice just a couple of days before, co-driver Colin Bond was at the wheel when a ball joint nut on the front left wishbone came adrift. The front left suspension collapsed and flung the corner into the wall. The location? Almost exactly where the wheel would fail two days later.

As KB says: “it was a miracle that my crew and the TAFE smash repair team had it back together in time for qualifying.” However, there’s more to the story in getting the car on track in the first place.

Bartlett bought the car, a brand new 1978 built machine, from an American dealership and imported the car into Australia. The intent was to race it in what was then the Group C regulations. Once the car landed, Bartlett says, a lot of work was needed to get the car down to the weight as stipulated. The leaf spring suspension was replaced with fibreglass units, super strong Kevlar for the front guards and spoilers, but CAMS insisted that the car use drum brakes at the rear, instead of the optional disc brakes.

In case you’re wondering why the car looks different to a 1978 model, it’s because CAMS also said the car had to run with bodywork from the ’74 to ’77 models. Bartlett still shakes his head in disbelief. But there was a hidden benefit as it turned out. The earlier bumpers were aluminium, not steel…

Is the Channel 9 Camaro your favourite Aussie Motorsport classic? Or maybe you're a GTHO or Torana sort of person? Head over to the Rare Spares Facebook page and tell us about your favourite cars to hit the Australian motorsport scene!

Future Classics – 5 Australian cars with investment potential

It seems to be every couple of weeks we hear of a mint condition A9X Torana, Monaro or GT-HO hitting the market for a monumental price, and they don’t seem to be having many issues finding a new home. So, with the Australian car manufacturing industry officially closed for business, which cars of more recent years will replace the classics of the 60’s, 70’s and 80’s in another 50 years’ time? Well, in this article we take a look back at the cars produced in Australia since the turn of the century, and create a very short list of cars that might just be considered a classic in the future.

Ford Falcon FGX XR8 Sprint

The FGX XR8 Sprint was the most powerful Falcon ever produced, thanks to a 10 second overboost feature that elevated power specs from 335kw/570nm to a mammoth 400Kw/650Nm in short bursts. It was a final farewell for a model that had a long and illustrious history on both public roads and the race track. The final Falcon was a fantastic representation of what the Australian car manufacturing industry was capable of; not only was the car blisteringly fast, it was comfortable, looked good inside and out and rivalled many of its European counterparts in refinement. It will hardly be a surprise when the value of this car increases over time.

Holden CV8Z Monaro

The CV8Z Monaro was the final offering of the reincarnated Holden Monaro in the 2000s. It featured a beefed up 5.7 litre LS1 producing an impressive (for the time) 260kw. While the car was essentially a coupe version of the SS Commodore, the more compact appearance made the Monaro appear a considerably more sporty option than its full sized brother. Prices are already rising on good condition CV8Z’s, with the 6-speed manuals the pick of the transmissions.

HSV GTSR Maloo

The HSV GTSR Maloo is the fastest V8 Ute in the world, and as such will hold a special place in the heart of local car enthusiasts for many years to come. Truly one of a kind, the supercharged V8 ute features a host of goodies including 20inch forged alloy wheels, oversized brakes, bi modal exhaust, an impressive suspension setup and a torque vectoring differential. All these goodies result in a ute that stands out from the pack, creating a monster that looks just as home on the worksite as it does cutting laps at a track day. A cult favourite among young males, the Maloo will remain a desirable purchase for the foreseeable future.

Ford Tickford TS50 T3

In general, the AU Falcon was not a terribly attractive car, and thus nor was it a terribly popular car, so by the time the BA come along most were happy to see the back of the oddly proportioned AU. The shining light, however, of the AU range was undoubtedly the Tickford enhanced range of TE50, TS50 and to a lesser extent TL50 Falcons. The pick of the bunch was the TS50 T3, which featured a hand built 5.6 litre V8, lowered suspension, and an all at the same time outlandish but understated body kit. While power may have been down compared to its direct competition – the HSV Clubsport; an absurd amount of torque ensured that in real world situations, the TS50 could bat well above its average. While the AU may not be popular across the board, among die hard Ford fans, it doesn’t get a lot better than this!

HSV W1 GTRS

How could we end this list with anything other than the W1? Less than a year since it was announced, all 300 have been snapped up and the prices are blowing out on the open market, with some selling for around a hundred grand over their $169,000 asking price! With the Corvette ZR1 derived LS9 and performance mods everywhere you look, this car is a true track monster, producing an enormous 474Kw and 814Nm. Expect to see a number of these HSV’s tucked away under wraps, only to surface many decades from now with a truly ridiculous price tag.

Do you have any cars that you think should be on this list? Head over to the Rare Spares Facebook page and let us know in the comments below.

History of the Sandman

The Holden Sandman, a car that represented a generation of Australians and likely one of Holden’s most iconic cars has undergone a number of reincarnations throughout its lifetime. While the true Sandman will always remain the 1970’s surf and lifestyle icon for most, the Sandman name has been used on a number of cars throughout the four decades between then and now. In this week’s blog we’ll recap the different looks the Sandman has undertaken throughout the years.

The Original Sandman (HQ, HJ, HX, HZ)

A combination of the ever increasing costs associated with owning a sports car combined with the increasing liberation and freedom of the youth of Australia led to a boom in the popularity in panel vans before the Sandman was even announced. Not one to miss a sales opportunity, Holden brought out the Sandman, a panel van by nature, with the added performance and luxury initially of the Belmont and eventually the Kingswood. Optional extras included the 253ci V8, a mattress, and sunroof while softer suspension and a drop-down split tail gate for ease of access differentiated the Sandman from the regular panel van. Understandably the Sandman was a huge hit among young Males who now had a car that could do everything – you could sleep in it, transport surfboards and ‘woo’ mates and lady friends alike; the Sandman was sexy.

The Concept

In 2000, Holden teamed up with surf wear brand Mambo to create a modern day Sandman concept. Based on the VU ute, the Sandman concept was received very well amongst the general public, with many calling to introduce it into production. Featuring a ‘burnin’ love’ interior, ‘bushfire orange’ exterior and the Sandman logo gracing the tailgate - the concept was true blue Aussie. Gracing the side panels were murals designed by Mambo’s head art director, featuring bush and beach goddess’. In reaction to the favourable reception from punters, the Sandman styled canopy was included as a $6,150 option to regular Utes in 2003, although was discontinued in 2006 when interest decreased, not to mention the incredibly complex nature of installation.

The Race Car

Supercar team Red Bull Holden Racing set about creating a tribute to the original Sandman in 2014 when they created their new ride car. In what looks like a VF ute from the side, and a VF Wagon from the rear, the Red Bull Sandman was met with mixed reception, although is none-the-less, an impressive vehicle. The car was originally built with a 700HP V8 and featured new-to-the-sport technology such as paddle shifting and a fly-by-wire throttle. This year, however, the Sandman has been used as a test dummy for the incoming twin-turbo V6 that will grace the sport come 2019. The car was used to unveil the new engine to the public in October 2017 with demonstration laps at the Bathurst 1000.

The 40 year anniversary ‘reincarnation’

In 2015, Holden decided it was time to reincarnate the Sandman in the form of a limited edition Sportwagon and Ute. Although without a true panel van option, purists were left disappointed in what were essentially SV6 or SS-V Commodores with added logos, pinstripes and a ‘retro’ coloured interior. Given the small production run of only 250 across all options, the 2015 Sandman may very well end up a collectable in the future, particularly as Holden manufacturing in Australia has ceased. Time will tell…

What are your thoughts on the various Holden Sandman’s throughout the years? Head over to the Rare Spares Facebook page and let us know in the comments section below.