K1 - Blog

  1. K1's Ultimate LS Swap Cranks Let You Personalize Your LS Stroker Crankshaft

    K1's Ultimate LS Swap Cranks Let You Personalize Your LS Stroker Crankshaft

    LS engines are all about interchangeability and swap-ability. K1's line of LS7 crankshafts makes it possible to add factory dry-sump oiling to any Gen III/IV LS engines. 

    K1 Technologies is now helping resolve one of the more frustrating idiosyncrasies of the LS engine platform; that is, GM’s switch from 24 to 58 teeth on the reluctor wheel. Now that millions of LS engines and parts are in the salvage yard, available at swap meets or posted in online classifieds, the difference in the reluctor wheel can limit creative vehicle builds or engine swaps. One such option is adapting LS7 dry-sump gear to a Gen III block.

    The reluctor wheel is pressed onto the back of the crank on the register just in front of the rear journal. This crank does not have a reluctor wheel yet and hence can be adapted to work in either a Gen III or Gen IV LS engine.

    What’s a reluctor wheel got to do with the oil system? The LS7 crank has a snout longer than a standard LS engine. This extra length is needed for the differences in the LS7 dry-sump oil pump, balancer, timing set and front cover. However, the factory LS7 crank has a 58-tooth reluctor wheel while the Gen III vehicles are equipped with an ECU that recognizes signals from a 24-tooth wheel. The only way to make such a swap is to replace the 58-tooth rel

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  2. What is a Narrow Bearing?

    What is a Narrow Bearing?

    Engine building is all about the details, and choosing the right set of engine bearings to match your crankshaft is an important one! Inside we investigate what a narrow bearing is and when you should use them.

    It seems every day that there is a new post on social media about street engines making four-digit power. A killer late model Hemi with a blower easily pushes past 1,100 horsepower and Mike Moran has built an all-billet, twin-turbo engine that made 5,300 horsepower. The power numbers keep escalating and yet far less attention is paid to what it takes for crankshafts, pistons, and connecting rods to survive these ever-escalating, and easier-than-ever-to-achieve power levels.

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