LS based GM small-block engine

Not to be confused with the Chevrolet small-block engine.
LS based GM small-block engine
Overview
Manufacturer General Motors
Production 1997–present
Combustion chamber
Configuration OHV V8
Chronology
Predecessor

The LS based GM small-block engine is the primary V-8 used in General Motors' line of rear-wheel-drive cars and trucks. Introduced in January 1995, it is a "clean sheet" design with only rod bearings and bore spacing in common with the longstanding Chevrolet small block V8 that preceded it as the basis for GM small-block V8s. The LS' basic layout owes a good deal to Ed Cole's original small-block design of 1954-55, though it also uses cues from Buick, Oldsmobile, and Pontiac V8s. The basic LS variations use cast iron blocks, while performance editions are all aluminum with cast iron cylinder liners.

The LS small-block has been manufactured in three Generations – III, IV, and V – with preceding Generations I and II of modular GM small-block engines having been based on the Chevrolet small-block V8 originally designed in 1955. GM recycled the "LT" designation previously used on Chevrolet small-block V8-derived "GM" engines beginning with the LS Generation V "LT1" in 2014.

Several versions of the LS were used in the Chevrolet Corvette, beginning with the LS1 in 1997 through the LS9 and others in 2013. Variants of the LT version of the GM small-block have been used since.

Generation III (1997–2007)

Generation III
Overview
Manufacturer General Motors
Also called Vortec
Production 1997-2007
Combustion chamber
Configuration V8
Displacement
  • 4,807 cc (293.3 cu in)
  • 5,328 cc (325.1 cu in)
  • 5,665 cc (345.7 cu in)
  • 5,967 cc (364.1 cu in)
Cylinder bore
  • 96.01 mm (3.780 in)
  • 99 mm (3.9 in)
  • 101.6 mm (4.00 in)
Piston stroke
  • 83 mm (3.3 in)
  • 92 mm (3.6 in)
Cylinder block alloy
Cylinder head alloy
Valvetrain OHV
Combustion
Fuel system Sequential multi-port fuel injection
Fuel type
Oil system Wet sump
Cooling system Water-cooled
Chronology
Predecessor
Successor Generation IV

The GM Generation I and Generation II (LT) engine families both derived from the longstanding Chevrolet small block V8. The Generation III small-block V-8 was a "clean sheet" design, which replaced the Gen I and Gen II engine families in 2003 and 1997 respectively. Like the previous two generations, the Buick and Oldsmobile small blocks, the gen III/IV can be found in many different brands. The engine blocks were cast in aluminium for car applications, and iron for most truck applications (notable exceptions include the Chevrolet TrailBlazer SS, Chevrolet SSR and a limited run of Chevrolet/GMC Extended Cab Standard Box Z71 Trucks). The architecture of the LS series makes for an extremely strong engine block with the aluminium engines being nearly as strong as the iron generation I and II engines and with the iron LS engines far exceeding the capabilities of the previous two generations. The LS engine also used coil-near-plug style ignition to replace the distributor setup of all previous small-block based engines. The traditional five-bolt pentagonal cylinder head pattern was replaced with a square four-bolt design ( much like the 64-90 Oldsmobile V-8 ), and the pistons are of the flat-topped variety (in the LS1, LS2, LS3, LS6, LS7, LQ9 and L33), while all other variants, including the new LS9 and LQ4 truck engine received a dished version of the GM hypereutectic piston. The cylinder firing order was changed to 1-8-7-2-6-5-4-3, so that the LS series now corresponds to the firing pattern of other modern V8 engines (for example the Ford Modular V8).

3.898 in bore blocks (1997–2005)

The first of the Generation IIIs, the LS1 was the progenitor of the new architecture design that would transform the entire V8 line and influence the last of the Big Blocks.

5.7 L

GM LS1 engine in a Chevrolet Camaro
GM LS1 engine in a Chevrolet Corvette C5

The Generation III 5.7 L shares little other than similar displacement, external dimensions, and rod bearings, with its predecessor (LT1). It is an all-aluminum 5,665 cc (5.665 L; 345.7 cu in) pushrod engine with a bore of 3.898 in (99.0 mm) and a stroke of 3.62 in (92 mm).[1]

LS1

When introduced in the 1997 Corvette the LS1 was rated at 345 hp (257 kW) at 5,600 rpm and 350 lbf·ft (470 N·m) at 4,400 rpm. After improvements to the intake and exhaust manifolds in 2001 the rating improved to 350 hp (260 kW) and 365 lbf·ft (495 N·m).[2] The LS1 was used in the Corvette from 97-04. It was also used in 98-02 GM F-Body (Camaro & Trans Am) cars with a rating of 305–325+ HP, which was rumored to be conservative. The extra horsepower was claimed to come from the intake ram-air effect available in the SS and WS6 models. In Australia, continuous modifications were made to the LS1 engine throughout its lifetime, reaching 382 bhp (285 kW) in the HSV's YII series, and a Callaway modified version named "C4B" was fitted to HSV GTS models producing 402 bhp (300 kW).

Applications:

GM LS6 engine in a Chevrolet Corvette Z06

LS6

The LS6 designation was also used on a 454 CID Chevrolet Big-Block engine of the 1970s, as well as an iteration of the GM Iron Duke engine from the late 1970s

The LS6 is a higher-output version of GM's LS1 engine and retains the same capacity. The initial 2001 LS6 produced 385 bhp (287 kW) and 385 lbf·ft (522 N·m), but the engine was modified for 2002 through 2004 to produce 405 bhp (302 kW) and 400 lbf·ft (540 N·m) of torque. The LS6 was originally only used in the high-performance C5 Corvette Z06 model, with the Cadillac CTS V-Series getting the 400 bhp (300 kW) engine later. The V-Series used the LS6 for two years before being replaced by the LS2 in 2006. For 2006, the Z06 replaced the LS6 with the new LS7. The LS6 shares its basic block architecture with the GM LS1 engine, but other changes were made to the design such as windows cast into the block between cylinders, improved main web strength and bay to bay breathing, an intake manifold and MAF-sensor with higher flow, a camshaft with higher lift and more duration, a higher compression ratio of 10.5:1, sodium filled valves, and a revised oiling system better suited to high lateral acceleration.[3] LS6 intake manifolds were also used on all 2001+ LS1/6 engines. The casting number, located on the top rear edge of the block, is 12561168. Applications:

3.78 in bore blocks (1999–2007)

The 4.8 L and the 5.3 L are smaller truck versions of the LS1 and were designed to replace the 305 and the 350 in trucks. Both the 4.8 L and the 5.3 L share the same engine block, heads (upper end) and as they share architecture, parts interchange freely between these engines and other variants in the LS family.

4.8L LR4

The Vortec 4800 LR4 (VIN code "V") is a Generation III small block V8 truck engine. Displacement is 4.8 L (293 cu in) with a 96.01 mm (3.78 inch) bore and 83 mm (3.27 inch) stroke. It is the smallest of the Generation III Vortec truck engines and was the replacement for the 5.0 L 5000 L30. The LR4 engines in 1999 produced 255 hp (190 kW) while the 2000 and above models made 270–285 hp (201–213 kW) and all have a torque rating between 285–295 lb·ft (386–400 N·m), depending on the model year and application. The 2005-2006 models made 285 hp (213 kW) and 295 lb·ft (400 N·m), LR4s are manufactured at St. Catharines, Ontario and Romulus, Michigan. It uses flat top pistons.

LR4 applications:

5.3 L

The Vortec 5300, or LM7/L59/LM4, is a V8 truck engine. It is a longer-stroked (by 9 mm (0.35 in)) version of the Vortec 4800 and replaced the L31. L59 denoted a flexible fuel version of the standard fuel LM7 engine. Displacement is 5.3 L (5,328 cc (325.1 cu in)) from 3.78-inch (96 mm) bore and 3.622-inch (92.0 mm) stroke. Vortec 5300s are built in St. Catharines, Ontario and Romulus, Michigan. Another engine variant, the L33, shares the same displacement, but has an aluminum block with cast in cylinder liners, much like the LS1.

LM7

The Vortec 5300 LM7 (VIN code 8th digit "T") was introduced in 1999, and can be considered the "garden variety" version of the Generation III V8s.

The 1999 LM7 engine produced 270 hp (201 kW) and 315 lb·ft of torque (427 N·m).

The 2000-2003 engines made 285 hp (213 kW) and 325 lb·ft (441 N·m).

The 2004-2007 engines made 295 hp and 335 lb·ft of torque, it has a cast iron block and aluminum heads.

The stock cam specs @ .050 duration are: 190/191 duration, .466/.457 lift, 114 LSA, 112/116 Timing

LM7 applications:

L59

The Vortec 5300 L59 (VIN code "Z") is a flexible fuel version of the LM7. The 2002-2003 made 285 hp (213 kW) and 320 lb·ft (434 N·m), while the 2004-2007 L59s made 295 hp (220 kW) and 335 lb·ft (454 N·m).

L59 applications:

LM4

The Vortec 5300 LM4 (VIN code "P") is an aluminum block version of the LM7, and had a short production life. The LM4s made 290 hp (216 kW) and 325 lb·ft (441 N·m), It should not be confused with the L33 described below.

LM4 applications:

L33

The Vortec 5300 L33 (VIN code "B") is an aluminum block version of the LM7, and was referred to as the Vortec 5300 HO in marketing materials. However it should be noted that the L33 uses a flat top piston from the 4.8L instead of the standard dish piston found in the LM7. It also uses 799 cylinder heads, which are identical to the 243 casting found on the LS6 and LS2 with the exception to the Corvette spec valve springs, and hollow stem exhaust valves on the 2002-2004 LS6. This combination increased the compression from 9.5:1 to 10.0:1. The L33 also had a specific camshaft not shared with any other engine, with lobe lift of 7.2 mm, 193 degrees of intake and exhaust duration, and a 116 degree lobe separation angle. As a result, power increased by 15 hp (11 kW), to 310 hp (230 kW) and 335 lb·ft (441 N·m). It was only available on extended cab 4WD pickup trucks. Only 25% of trucks made in 2005 had the L33 engine.

L33 applications:

4.00 in bore blocks (1999–2007)

The 6.0 L is a larger truck version of the LS1, with the exception that the blocks were cast of iron, and was designed to bridge the gap between the new small blocks and big blocks in truck applications. There were two version of this engine: the LQ4 and the LQ9, the latter being more performance oriented. Although the block of the 6.0L looks similar to the LS1, they are iron instead of aluminum.

6.0 L

The Vortec 6000 is a V8 truck engine. Displacement is 5.97 L (364 cu in) from 101.6 mm (4.00") bore and 92 mm (3.622") stroke. It is an iron/aluminum (1999 & 2000 model year engines had cast iron heads) design and produces 300 horsepower (220 kW) to 345 horsepower (257 kW) and 360 lbf·ft (490 N·m) to 380 lbf·ft (520 N·m). The current 2016 year model in the 2500 HD trucks(L96), Sierra and Silverado have Horsepower: 360 hp @ 5,400 rpm and Torque: 380 lb-ft @ 4,200 rpm. The metric to U.S. engine volume calculation is 5.97/.0164 to show 364 CID.

LQ4

The Vortec 6000 LQ4, is a V8 truck engine. Displacement is 5.97 L (364 cu in) from a 4.0-inch (101.6 mm) bore and 3.622-inch (92.0 mm) stroke . It is an iron/aluminum (1999 & 2000 model year engines had cast iron heads) design and produces 300 hp (224 kW) to 325 hp and 360 lb·ft (488 N·m) to 370 lb·ft (502 N·m). LQ4s are built in Romulus, Michigan and Silao, Mexico.

(VIN U) Applications:

LQ9

The Vortec HO 6000 or VortecMAX is a special high-output version of the Vortec 6000 V8 truck engine originally designed for Cadillac. This engine was introduced in other truck lines as VortecMAX for 2006. It features high-compression (10:1) flat-top pistons for an extra 10 hp (7 kW) and 10 lb·ft (14 N·m), bringing output to 345 hp (257 kW) and 380 lb·ft (515 N·m). LQ9s are built only in Romulus, Michigan.

LQ9 (VIN N) Applications:

Generation IV (2005–present)

Generation IV
Overview
Manufacturer General Motors
Also called Vortec
Production 2005-present
Combustion chamber
Configuration V8
Displacement
  • 4,807 cc (293.3 cu in)
  • 5,328 cc (325.1 cu in)
  • 5,967 cc (364.1 cu in)
  • 6,162 cc (376.0 cu in)
  • 7,008 cc (427.7 cu in)
Cylinder bore
  • 96.01 mm (3.780 in)
  • 101.6 mm (4.00 in)
  • 103.25 mm (4.065 in)
  • 104.775 mm (4.1250 in)
Piston stroke
  • 83 mm (3.3 in)
  • 92 mm (3.6 in)
  • 101.6 mm (4.00 in)
Cylinder block alloy
Cylinder head alloy Aluminum
Valvetrain OHV
Combustion
Fuel system Sequential multi-port fuel injection
Fuel type
Oil system Wet sump
Cooling system Water-cooled
Chronology
Predecessor Generation III
Successor Generation V

In 2005, the Generation III was superseded by the Generation IV. This category of engines has provisions for high-displacement ranges up to 7,011 cc (7.011 L; 427.8 cu in) and power output to 638 bhp (476 kW). Based on the Generation III design, Generation IV was designed with displacement on demand in mind, a technology that allows every other cylinder in the firing order to be deactivated. It can also accommodate variable valve timing.

A 3-valve per cylinder design was originally slated for the LS7, which would have been a first for a GM pushrod engine; but the idea was shelved owing to design complexities and when the same two-valve configuration as the other Generation III and IV engines proved to be sufficient to meet the goals for the LS7.

4.00 in bore blocks (2005–present)

This family of blocks were the first of the generation IV small block with the LS2 being the progenitor of this family and generation. This family of blocks has seen a wide range of applications from performance vehicles to truck usage.

6.0 L

The Generation IV 6000 is a V8 engine that displaces 5,967 cc (364.1 cu in) from 101.6 mm (4.000 in) bore and 92 mm (3.622 in) stroke. It features either a cast iron or aluminum engine block with cast aluminum heads. Certain versions feature variable cam phasing, Active Fuel Management, and Flex-fuel capability.

LS2

LS2 can also refer to the 1973–1974 Super Duty 455 CID Pontiac V8 engine
LS2 can also refer to the 1985 Oldsmobile Diesel V6 engine.
GM LS2 engine in a 2005 Chevrolet Corvette

The LS2 was introduced as the Corvette's new base engine for the 2005 model year. It also appeared as the standard powerplant for the 2005–2006 GTO. It produces 400 bhp (300 kW) at 6000 rpm and 400 lb·ft (542 N·m) at 4400 rpm from a slightly larger displacement of 5,967 cc (5.967 L; 364.1 cu in). It is similar to the high-performance LS6, but with improved torque throughout the rpm range. The LS2 uses the "243" casting heads used on the LS6 (although without the sodium filled valves), a smaller camshaft, and an additional 18 cubic inches. The compression of the LS2 was also raised to 10.9:1 compared to the LS1s' 10.25:1 and the LS6s' 10.5:1. The LS2 in the E-series HSVs are modified in Australia to produce 412 bhp (307 kW) and 412 lbft . The LS2 in the Chevrolet Trailblazer SS and the Saab 9-7X Aero are rated at 395 bhp (295 kW) (2006–2007) or 390 bhp (290 kW) (2008–2009) and 400 lb·ft (542 N·m) of torque due to a different (sometimes referred to as a "truck") intake manifold that produces more torque at lower RPMs.

The LS2 is also used as the basis of the NASCAR Specification Engine that is used as an optional engine in NASCAR's Camping World Series East and West divisions starting in 2006, and starting in 2010 may also be used on tracks shorter than two kilometers (1.25 miles) in the Camping World Truck Series.[4]

A version of NASCAR V8 cylinder block cast in Compacted Graphite Iron by Grainger & Worrall won the UK's Casting of the Year Award 2010.[5]

Applications:

L76

The L76 is derived from the LS2. And like the LS2 it features an aluminum engine block. However, the L76 does feature Active fuel management (AFM). While the displacement on demand technology was disabled on Holdens, this feature is enabled on the 2008 Pontiac G8 GT and subsequently refitted in the 2009 model Holdens with AFM enabled, but only on models fitted with the 6L80 Automatic Transmission. The engine also meets Euro III emissions requirements. Output is 348 bhp (260 kW) at 5600 rpm and 376 lb·ft (510 N·m) at 4400 rpm for the Holden variant, and 361 bhp (269 kW) and 385 lb·ft (522 N·m) for the G8 GT.[6] The Vortec 6000 or new VortecMax version is based on the Holden L76 engine, and features variable cam phasing, along with Active Fuel Management. It can be considered the replacement for the Generation III LQ9 engine. It produces 367 hp (274 kW) at 5400 rpm and 375 lb·ft (508 N·m) at 4400 rpm. Production of the Vortec 6000 started in late 2006, and is only available with the new body style Silverado and Sierra. The final year for the option of the VortecMax engine was 2009 in the Silverado and Sierra. vin code (Y)

Applications:

L98

For the tuned-port Generation I engine of the same RPO, see Chevrolet L98

The L98 is a slightly modified version of the L76. Since Holden did not use the displacement on demand technology of the L76, some redundant hardware was removed to form the L98. Power increased to 362 bhp (270 kW) at 5700 rpm and 391 lb·ft (530 N·m) at 4400 rpm.

Applications:

L77

L77 can also refer to the 455 Oldsmobile big block.

L77 engines were released in the Holden Commodore Series II VE range in both manual and automatic transmissions, along with the Chevrolet Caprice police car. The L77 differs from the L76 with its inclusion of Flex-fuel capability, allowing it to run on E85 ethanol. The L77 is rated at 362 hp (270 kW) and 391lbft (530Nm) of torque in the manual Commodore SS and SS-V, in automatic Commodores it is rated at 348 hp (260 kW) and 382lbft (517Nm) of torque.

Applications:

LY6

The LY6 is a Generation IV small block V8 truck engine with a cast iron block. It shares the same bore and stroke as its LQ4 predecessor. Like other Gen IV engines, it features variable valve timing and displacement on demand. It generated 361 horsepower at 5,600 rpm and 385 lb-ft of torque at 4,400 rpm using "regular" gas, or ~87 octane. Redline is 6,000 rpm and compression ratio is 9.6:1. This engine uses L92 / LS3 style rectangle port cylinder heads, though without the sodium filled exhaust valves of the LS3.

Applications:

LFA

The LFA is a Generation IV small block V8 truck engine. The LFA variant is used in the GM's "two mode" hybrid GMT900 trucks and SUVs, and is an all-aluminum design. It has a 10.8:1 compression ratio and produces 332 hp (248 kW) at 5100 rpm and 367 lb·ft (498 N·m) at 4100 rpm. Engine VIN code of 5.

In 2008 this engine was selected by Wards as one of the 10 best engines in any regular production vehicle.

Applications:

LZ1

The LZ1 is almost entirely based on its predecessor, the LFA, but with some revisions, such as including up-integrated electronic throttle control, long-life spark plugs, GM’s Oil Life System, Active Fuel Management and variable valve timing.[7] It has the same compression ratio, power and torque ratings as its predecessor, the LFA.

Applications:

3.78 in bore blocks (2005–present)

This family of blocks is just an updated version of its Generation III predecessor with Generation IV updates and capabilities. Applications of this family were mainly for trucks but did see some mild usage (with some modifications) in front-wheel-drive cars.

4.8 L

LY2

The Vortec 4800 LY2 (VIN code "C") is a Generation IV small block V8 truck engine. Like its LR4 predecessor, it gets its displacement from a 96.01 mm (3.780 in) bore and 83 mm (3.3 in) stroke. The smallest member of the Generation IV engine family, it is unique in that it is the only member of that family that is used in trucks that does not feature variable valve timing.It has a cast iron block. Power output is 260–295 hp (194–220 kW) and torque is 295–305 lb·ft (400–414 N·m).

LY2 applications:

L20

The Vortec 4800 L20 makes more power and features variable valve timing. The system adjusts both intake and exhaust timing, but does not come with Active Fuel Management. The L20 has a cast iron block and power output is 260–302 hp (194–225 kW) while torque is 295–305 lb·ft (400–414 N·m). The Vortec 4800 base engines were dropped from the Chevrolet Tahoe and GMC Yukon in favor of the 5300 with Active Fuel Management.

L20 applications:

5.3 L

First introduced as Generation III in 1999, the Generation IV 5.3L engines share all the improvements and refinements found in other Generation IV engines. 8 versions of the 5.3L engine were produced: 3 iron blocks (LY5, LMG, and LMF) and 5 aluminum blocks (LH6, LH8, LH9, LC9, and LS4). All versions featured Active Fuel Management except for the LH8, LH9 and LMF.

LMF

Introduced in 2010, the LMF is a lower tech version used in the lower volume half ton vehicles cargo vans with AWD that still used the 4 speed automatic, and do not use Active Fuel Management. 2014 was the last year for the GM full size 1/2 ton cargo vans. 3/4 and 1 ton are still in production.

LMF applications:

LH6

The Vortec 5300 LH6 (VIN code "M") with Active Fuel Management replaced the LM4 for 2005, and was the first of the Generation IV small block V8 truck engines to go into production. The LH6 produced 300 hp (220 kW) to 315 hp (235 kW) and 330 lb·ft (447 N·m) to 338 lb·ft (458 N·m). It is the aluminum block counterpart to the LY5.

LH6 applications:

LY5

Introduced in 2007, the Vortec 5300 LY5 (VIN code "J") is the replacement for the LM7 Generation III engine. For SUV applications, it is rated at 320 hp (239 kW) and 340 lb·ft (461 N·m) of torque; for pickup truck applications, it is rated at 315–320 hp (235–239 kW) at 5200 rpm and 335–340 lb·ft (454–461 N·m) at 4000 rpm

LY5 applications:

LMG

The Vortec 5300 LMG (VIN code "0") is the flexible-fuel version of the LY5. Power and torque ratings for SUV and pickup truck applications are the same as each application's LY5 rating.

LMG applications:

LC9

The Vortec 5300 LC9 (VIN code "3") is the aluminum block Flex-Fuel version of the LH6, and is found in 4WD models. SUV applications are rated at 320 hp (239 kW) @ 5400 rpm and 335 lb·ft (454 N·m) @ 4000 rpm of torque.[8] Pickup truck applications are rated at 315 hp (235 kW) @ 5300 rpm and 335 lb·ft (454 N·m) @ 4000 rpm of torque.[8]

LC9 applications:

LH8

The Vortec 5300 LH8 is a variant of the 5.3 L Gen IV small block V8 modified to fit in the engine bay of the GMT 345 SUV and GMT 355 trucks. It produces 300 hp (220 kW) at 5200 rpm and 320 lb·ft (434 N·m) at 4000 rpm. It has a displacement of 5,328 cc (325.1 cu in).[9]

LH8 applications:

LS4
5.3 L LS4 V8 in a 2006 Chevrolet Impala SS
LS4 can also refer to a 454 CID Chevrolet Big-Block engine of the 1970s

The LS4 is a 5,328 cc (5.328 L; 325.1 cu in) version of the Generation IV block. Though it has the same displacement as the Vortec 5300 LY5, it features an aluminum block instead of iron, and it uses the same cylinder head as the Generation III LS6 engine. The bellhousing bolt pattern differs from the rear-wheel drive blocks.

This engine is adapted for transverse front-wheel drive applications. According to GM, "The crankshaft is shortened 13 mm – 3 mm at the flywheel end and 10 mm at the accessory drive end – to reduce the length of the engine compared to the 6.0L. All accessories are driven by a single serpentine belt to save space. The water pump is mounted remotely with an elongated pump manifold that connects it to the coolant passages. Revised oil pan baffles, or windage trays, are incorporated into the LS4 to ensure that the oil sump stays loaded during high-g cornering."[10] Active Fuel Management is also used. Output of this version is 303 hp (226 kW)/300 hp on LaCrosse Super and 323 lb·ft (438 N·m).

Applications:

4.125 in bore blocks (2006–present)

Inspired by the LS1.R in size and performance goals, this family of blocks was designed for race oriented performance. The only engine with this bore size that was used in a production vehicle is the LS7 with the LSX being only for aftermarket use. One unique feature of this family is that the cylinders are siamesed, no water passages between neighboring cylinders.[11] This was done to increase both bore size and block strength.

7.0 L

LS7

7.0 L LS7 engine in a 2006 Chevrolet Corvette Z06
LS7 can also refer to a 454 over the counter 460+ hp high compression engine Chevrolet Big-Block engine of the 1970s

The LS7 is a 7,011 cc (7.011 L; 427.8 cu in) engine, based on the Gen IV architecture. The block is changed, with sleeved cylinders in an aluminum block and a larger 4.125in (104.775mm) bore and longer 4.00in (101.6mm) stroke than the LS2. The small-block's 4.4 in (110 mm) bore spacing is retained, requiring pressed-in cylinder liners. The crankshaft and main bearing caps are forged steel for durability, the connecting rods are forged titanium, and the pistons are hypereutectic. The two-valve arrangement is retained, though the titanium intake valves by Del West have grown to 2.20 in (56 mm) and sodium-filled exhaust valves are up to 1.61 in (41 mm).

Peak output is 505 hp (377 kW) at 6300 rpm and 470 lb·ft (640 N·m) at 4800 rpm with a 7100 rpm redline During GM's reliability testing of this engine in its prototype phase, the LS7 was remarked to have been repeatedly tested to be 8000 rpm capable, although power was not recorded at that rpm level, due to the constraints of the camshaft's hydraulic lifters and the intake manifold ability to flow required air at that engine speed.

The LS7 is hand-built by the General Motors Performance Build Center in Wixom, Michigan. Most of these engines are installed in the Z06, some are also sold to individuals by GM as a crate engine. While it has the same displacement the Hennessey Venom GT utilizes an iron block LSX, not an LS7.

After an extensive engineering process over several years, Holden Special Vehicles fitted the LS7 to a special edition model, the W427. The HSV-tuned engine produced 375 kW (503 hp) and 640 N·m (470 lb·ft). The W427 was unveiled at the Melbourne International Motor Show on 29 February 2008[12] and went on sale in August 2008. The first Australian car to be fitted with this engine, however, was the CSV GTS of 2007, which was claimed to have a power output of 400 kW (536 hp) and 600 N·m (440 lb·ft).[13]

Applications:

4.06 in bore blocks (2007–present)

This family was designed as a replacement for the LS2 but enlarged to better accommodate variable valve timing and Active Fuel Management while still generating good performance. This family of engines has mainly seen duty in performance cars and high-end SUVs.

6.2 L

L92

The 2007 Cadillac Escalade has a 6.2 L Vortec 6200 (RPO L92) (≈379 cu in) engine. It is an all-aluminum design which, while still a pushrod engine, boasts variable valve timing. The system adjusts both intake and exhaust timing between two settings. This engine produces 403 hp (301 kW) and 417 lb·ft (565 N·m) in the GMC Yukon Denali/XL Denali, Sierra SLT, and in the GMC Sierra Denali, and rated at 403 hp (301 kW) and 415 lb·ft (563 N·m) (441 hp with 93 octane export version) in the Hummer and in the Cadillac Escalade. It was also available in the Chevrolet Silverado and Tahoe LTZ, with power ratings of 403 hp (301 kW) and 417 lb·ft (565 N·m) .The L92 was modified with Flex Fuel capability for MY 2009 and became the L9H, and was further modified with Active Fuel Management for MY 2010 (and becoming the L94) in the Cadillac Escalade and GMC Yukon Denali's (Active Fuel Management hardware was present in 2007 engines, but the software was not present in the PCM).

Applications:

LS3

GM LS3 Engine in a 2008 Chevrolet Corvette
LS3 can also refer to a 402 CID Chevrolet Big-Block engine of the 1970s

The LS3 was introduced as the Corvette's new base engine for the 2008 model year. It produces 430 bhp (321 kW; 436 PS) at 5900 rpm and 424 lb·ft (575 N·m) at 4600 rpm without the optional Corvette exhaust and is SAE certified. The block is an updated version of the LS2 casting featuring a larger bore of 4.06 in (103 mm) creating a displacement of 6,162 cc (6.162 L; 376.0 cu in). It also features higher flowing cylinder heads sourced from the L92, a more aggressive camshaft with 0.551-inch (14.0 mm) lift, a 10.7:1 compression ratio, a revised valvetrain with 6 mm (0.24 in) offset intake rocker arms, a high-flow intake manifold and 47 lb/hr fuel injectors from the LS7 engine.

The L76/L92/LS3 cylinder heads use 2.165 in (55.0 mm) intake valves, and 1.59 in (40 mm) exhaust valves. Improved manufacturing efficiency makes these heads cheaper than the outgoing LS6 heads, and severely undercuts aftermarket heads. The large valves, however, limit maximum rpm - 6000 in the L76 (with AFM), and 6600 in the LS3 (with hollow stem valves).

In addition to the above, a dual-mode exhaust package with a bypass on acceleration was available on C6 Corvettes. The dual-mode exhaust uses vacuum-actuated outlet valves, which control engine noise during low-load operation, but open for maximum performance during high-load operation. The system is similar to the C6 Z06, but uses a 2.5 in (64 mm) diameter exhaust compared to the Z06's 3 in (76 mm). Power is boosted to 436 hp (325 kW) and 428 lb·ft (580 N·m) with this option. A similar system was optional on later model 5th generation Chevrolet Camaros and standard on the 2016-later Chevrolet SS, but no horsepower or torque increases were advertised on those vehicles.

From April 2008, Australian performance car manufacturer, HSV, adopted the LS3 as its standard V8 throughout the range, replacing the LS2. The LS3 received modifications for its application to HSV E Series models, producing 425 bhp (317 kW). The LS3 engine in the E Series II GTS (released September 2009) was upgraded to produce 436 bhp (325 kW). All HSV MY12.5 excluding the base Maloo and Clubsport variants have been upgraded to produce 436 bhp (325 kW).

From September 2015 Holden introduced the LS3 in all V8 models of the VF II Commodore and WN II Caprice-V, replacing the 6.0L L77.

Applications:

L99

For the 4.3 L (260 cu in) Generation II engine of the same RPO, see GM LT Engine

The L99 is derived from the LS3 with reduced output but adds Active Fuel Management (formerly called Displacement on Demand) and variable valve timing, which allows it to run on only four cylinders during light load conditions.

Applications:

LS9

The Gen IV LS9 is a supercharged 6,162 cc (6.162 L; 376.0 cu in) engine, based on the LS3; the LS7 block was not used due to the higher cylinder pressures created by the supercharger requiring the thicker cylinder walls of the LS3. Cylinder dimensions are now 4.06 in (103 mm) bore and 3.62 in (92 mm) stroke. It is equipped with an Eaton four-lobe Roots type supercharger and has a compression ratio of 9.1:1. Power output is rated 638 bhp (476 kW) at 6500 rpm and 604 lb·ft (819 N·m) at 3800 rpm. Note: GM previously used the LS9 RPO code on 1969 and later Chevrolet trucks (both 2WD and 4WD) including Blazers, Jimmys, Suburbans, as well as car carriers. The original LS9 was a 350 cu in V8, developing 160 hp and 245 Ft/lbs of torque.

Applications:

LSA

The supercharged 6.2L LSA is similar to the LS9 and debuted in the 2009 CTS-V. The LSA has been SAE certified at 556 bhp (415 kW) at 6100 rpm and 551 lb·ft (747 N·m) at 3800 rpm. GM labeled it "the most powerful ever offered in Cadillac’s nearly 106-year history". The LSA features a smaller 1.9L capacity supercharger rather than the 2.3 L variant of the LS9. Other differences include a slightly lower 9.0:1 compression ratio, single unit heat exchanger and cast pistons.

A 580 bhp (430 kW) and 556 lb·ft (754 N·m) version of the LSA engine is used in the 2012 Camaro ZL1. On 15 May 2013, Holden Special Vehicles announced that this version of the LSA engine will also be used in the GEN-F GTS.

Applications:

Generation V (2013-present)

Generation V
Overview
Manufacturer General Motors
Also called Ecotec3
Production 2013-present
Combustion chamber
Configuration V6, V8
Displacement
  • 4,301 cc (262.5 cu in)
  • 5,328 cc (325.1 cu in)
  • 6,162 cc (376.0 cu in)
Cylinder bore
  • 99.6 mm (3.92 in)
  • 96.01 mm (3.780 in)
  • 103.25 mm (4.065 in)
Piston stroke
  • 92 mm (3.6 in)
Cylinder block alloy Aluminum
Cylinder head alloy Aluminum
Valvetrain OHV
Compression ratio
  • 10.0:1
  • 11.0:1
  • 11.5:1
Combustion
Fuel system Direct injection
Fuel type
Oil system Wet sump
Cooling system Water-cooled
Chronology
Predecessor Generation IV

In 2007, wardsauto.com reported that the LS3 (used by 2008 Chevrolet Corvette) and Vortec 6000 LFA (used by 2008 Chevrolet Tahoe Hybrid) engines would be the final two designs in the Generation IV small-block engine family, and the future designs would be part of the Generation V engine family. An experimental engine was built based on L92 engine from Cadillac Escalade, GMC Yukon Denali and Hummer H2, and reported to generate 450 bhp (340 kW) on gasoline via direct fuel injection, increased compression ratio to 11.5:1, and a modified engine controller.[15] The first Gen V LT engine was the LT1, announced in 2012 as the initial powerplant for the redesigned C7 Corvette, succeeding the LS engine family. The new logo formally adopts the Small Block name for the engines.

The fifth generation of the iconic GM small block engine family features the same cam-in-block architecture and 4.400-inch bore centers (the distance between the centers of each cylinder) that were born with the original small block in 1955. Structurally, the Gen-V small-block is similar to the Gen III/IV engines, including a deep-skirt cylinder block. Refinements and new or revised components are used throughout, including a revised cooling system and all-new cylinder heads. The engine is also designed to accommodate an engine-driven high-pressure fuel pump for the direct-injection system, Active Fuel Management, and continuously variable valve timing support an advanced combustion system. All Gen V engine are aluminum blocks with aluminum cylinder heads.

It includes features such as direct injection, piston cooling jets, active fuel management, variable displacement oil pump, continuously variable valve timing and aluminum cylinder heads and block. However, it does retain its ancestors' 2-valve pushrod valvetrain.

4.06 in bore blocks (2014 – current)

This family of blocks were the first of the generation V small block with the LT1 being the progenitor of this family and generation. This family of blocks has seen a wide range of applications from performance vehicles to truck usage.

6.2 L

LT1

The LT1 engine debuted in the 2014 Chevrolet Corvette Stingray and is the first Generation V small block engine. Like its LS3 predecessor, it gets its displacement from 103.25 mm (4.060 in) bore and 92 mm (3.62 in) stroke with a compression ratio of 11.5 to 1.

Applications:

Year(s) Model Power Torque Dyno Chart
2014–present Chevrolet Corvette C7 455 hp (339 kW) @ 6000 rpm 460 lb·ft (624 N·m) @ 4600 rpm link
460 hp (343 kW) @ 6000 rpm (Performance Exhaust) 465 lb·ft (630 N·m) @ 4600 rpm (Performance Exhaust) link
2016–present Chevrolet Camaro 455 hp (339 kW) @ 6000 rpm 455 lb·ft (617 N·m) @ 4400 rpm

L86

Dubbed EcoTec3 6.2L is a Generation V small block V8 truck engine. The L86 is an LT1 engine modified for truck use with a compression ratio of 11.5 to 1.

Applications:

Year(s) Model Power Torque Dyno Chart
2014–present Chevrolet Silverado/GMC Sierra 420 hp (313 kW) @ 5600 rpm 460 lb·ft (624 N·m) @ 4100 rpm link
2014–present GMC Yukon Denali/Denali XL 420 hp (313 kW) @ 5600 rpm 460 lb·ft (624 N·m) @ 4100 rpm link
2014–present Cadillac Escalade/Escalade ESV 420 hp (313 kW) @ 5600 rpm 460 lb·ft (624 N·m) @ 4100 rpm link

LT4

The LT4 engine builds on the design strengths of the previous LS9 supercharged engine used in the sixth-generation Corvette ZR1 and leverages the technologies introduced on the seventh-generation Corvette Stingray, including direct injection, cylinder deactivation and continuously variable valve timing, to take Corvette performance to an all-new plateau. The LT4 engine is based on the same Gen 5 small block foundation as the Corvette Stingray’s LT1 6.2L naturally aspirated engine, incorporating several unique features designed to support its higher output and the greater cylinder pressures created by forced induction, including: Rotocast A356T6 aluminum cylinder heads that are stronger and handle heat better than conventional aluminum heads, lightweight titanium intake valves, forged powder metal steel connecting rods which are highly machined to an optimized geometry for increased strength while eliminating unnecessary reciprocating mass, 10.0:1 compression ratio, high for a forced-induction engine, enhances performance and efficiency and is enabled by direct injection, forged aluminum pistons with unique, stronger structure to ensure strength under high cylinder pressures, stainless steel exhaust manifolds for structure at higher temperatures, aluminum balancer for reduced mass, and standard dry-sump oiling system with a dual-pressure-control oil pump. The engine uses a 1.7L Eaton TVS supercharger. Although smaller than the previous 2.3l supercharger used on the sixth-gen ZR1, it spins 5000 RPM faster thus generating boost quicker while making only slightly less total boost than the LS9 engine.[16]

Applications:

Year(s) Model Power Torque Dyno Chart
2015–present Chevrolet Corvette Z06 650 hp (485 kW) @ 6400 rpm 650 lb·ft (881 N·m) @ 3600 rpm link
2016–present Cadillac CTS-V 640 hp (477 kW) @ 6400 rpm 630 lb·ft (854 N·m) @ 3600 rpm ′
2017–present Chevrolet Camaro ZL1 650 hp (485 kW) @ — 650 lb·ft (881 N·m) @ — ′

3.78 in bore blocks (2014 – current)

Unlike the previous Generation III/IV 3.78 in bore block families, there is no 4.8 L displacement variant.

5.3 L

L83

Dubbed EcoTec3 5.3 L is a Generation V small block V8 truck engine.(VIN Code "C") Like its Vortec 5300 Generation IV predecessor, it gets its displacement from 96.01 mm (3.78 in) bore and 92 mm ( 3.62 in) stroke with a compression ratio of 11.0 to 1.

Applications:

Year(s) Model Power Torque Dyno Chart
2014–present Chevrolet Silverado/GMC Sierra 355 hp (265 kW) @ 5600 rpm 383 lb·ft (519 N·m) @ 4100 rpm link
376 hp (280 kW) @ 5600 rpm E85 416 lb·ft (564 N·m) @ 4000 rpm E85
2014–present Chevrolet Tahoe/GMC Yukon 355 hp (265 kW) @ 5600 rpm 383 lb·ft (519 N·m) @ 4100 rpm link
376 hp (280 kW) @ 5600 rpm E85 416 lb·ft (564 N·m) @ 4000 rpm E85
2014–present Chevrolet Suburban/GMC Yukon XL 355 hp (265 kW) @ 5600 rpm 383 lb·ft (519 N·m) @ 4100 rpm link
376 hp (280 kW) @ 5600 rpm E85 416 lb·ft (564 N·m) @ 4000 rpm E85

3.921 in bore blocks (2014 – current)

These V6 engines are based on the V8 version of the Gen-V family, but with two fewer cylinders - a design lineage that dates back to the previous 4.3L V6, which was itself a Gen-I small block with a pair of cylinders removed. Of special note, there were no V6 engines based on Generation II/III/IV small blocks.

4.3 L

LV3

Dubbed EcoTec3 4.3 L is a Generation V small block V6 truck engine. It gets its displacement from 99.6 mm (3.921 in) bore and 92 mm ( 3.62 in) stroke with a compression ratio of 11.0 to 1. Firing order is 1-6-5-4-3-2. This engine replaces the unrelated 4.3 L V6 that have a lineage that dates back to 1978.

Applications:

Year(s) Model Power Torque Dyno Chart
2014–present Chevrolet Silverado/GMC Sierra 285 hp (213 kW) @ 5300 rpm 305 lb·ft (414 N·m) @ 3900 rpm link
297 hp (221 kW) @ 5300 rpm E85 330 lb·ft (447 N·m) @ 3900 rpm E85

Engine table

Note 1: depending upon vehicle application; horsepower, torque, and fuel requirements will vary. vin code indicating engine RPO may also not be consistent between vehicle types (cars or trucks) or years. with few exceptions, RPM redline is generally 6000 or higher
Note 2: block features are generally dependent upon the Generation but not always built-in. typical features are AFM (Advanced Fuel Management), VVT (Variable Valve Train), Front Wheel Drive (FWD) and other improvements. features marked with an * indicate that only certain model years have that feature

Gen III/IV/V Years Offered Engine Code (vin code) Power (hp) Torque (lb.-ft.) Size (L) Fuel Type (E85/89/91/93) Bore (in) Stroke (in) Compression Ratio Block & Heads / Iron or Aluminum Block Features
III 1997-05 LS1 (G) 305-350 @ 5600 350-365 @ 4400 5.7 91[17] 3.90 3.62 10.25:1 Aluminum
III 2001-05 LS6 (S) 385-405 @ 6000 385-400 @ 4800 5.7 3.90 3.62 10.5:1 Aluminum
III 1999-07 LR4 (V) 255-285 285-295 4.8 3.78 3.3 9.45:1 Iron
III 1999-07 LM7 (T) 270-295 315-335 5.3 3.78 3.62 9.49:1 Iron/Alum. heads
III 2002-07 L59 (Z) 285-295 320-335 5.3 E85-capable 3.78 3.62 9.9:1 Iron
III 2003-04 LM4 (P) 290 325 5.3 3.78 3.62 10.0:1 Aluminum
III 2005-08 L33 (B) 310 @ 5200 335 @ 4400 5.3 3.78 3.62 10.0:1 Aluminum
III 1999-08 LQ4 (U) 300-325 @ 5200 360-370 @ 4400 6.0 4.00 3.62 10.0:1 Iron/Iron-Alum. heads
III 2002-07 LQ9 (N) 345 @ 5200 380 @ 4000 6.0 4.00 3.62 10.0:1 Iron
IV 2008-11 LS3 (W) 426-436 @ 5900 420-428 @ 4600 6.2 93rec 4.06 3.62 10.7:1 Aluminum/Alum. heads
IV 2010-11 L99 (J) 400 @ 5900 410 @ 4300 6.2 E85-capable 4.06 3.62 10.4:1 Aluminum/Alum. heads AFM, VVT,
IV 2009-11 LSA (P) 556-580 @ 6100 551-556 @ 3800 6.2 93req 4.06 3.62 9.1:1 Aluminum/Alum. heads
IV 2010-12 L94 (F) 403 @ 5700 417 @ 4300 6.2 E85-capable 4.06 3.62 10.4:1 Aluminum/Alum. heads AFM, VVT
IV 2007-09 L76 (Y) 361-367 @ 5600 375-385 @ 4400 6.0 4.00 3.62 10.9:1 Aluminum AFM, VVT
IV 2011-? L77 (2) 348 382 6.0 E85-capable 4.00 3.62 Aluminum
IV 2010-12 L96 (G) 322-360 @ 4400-5400 373-382 @ 4200-4400 6.0 E85-capable 4.00 3.62 9.7:1 Iron/Alum. heads VVT
IV 2009-10 L98 (H) 362 @ 5700 391 @ 4400 6.0 4.00 3.62 Aluminum non-DoD
IV 2007-09 LY2 (C) 260-295 295-305 4.8 3.78 3.3 9.08:1 Iron no VVT
IV 2010-12 L20 (A) 260-302 @ 5400 295-305 @ 4600 4.8 E85-capable 3.78 3.3 8.8:1 Iron/Alum. heads no AFM, VVT
IV 2005-09 LH6 (M) 300-315 330-338 5.3 3.78 3.62 9.95:1 Aluminum AFM, VVT*
IV 2007-09 LY5 (J) 315-320 @ 5200 335-340 @ 4000 5.3 3.78 3.62 9.95:1 Iron AFM, VVT*
IV 2008-12 LMG (0) 315-320 @ 5200 335-340 @ 4000 5.3 E85-capable 4.00 3.62 9.6:1 Iron/Alum. heads AFM, VVT*
IV 2007-12 LC9 (3) 315-320 @ 5400 335 @ 4000 5.3 E85-capable 3.78 3.62 9.95:1 Aluminum AFM, VVT*
IV 2005-09 LS4 (C) 315-320 @ 5200 335-340 @ 4000 5.3 3.78 3.62 Aluminum AFM, FWD
IV 2008-09 LH8 (L) 300 @ 5200 320 @ 4000 5.3 3.78 3.62 Aluminum
IV 2007-08 L92 (8) 403 415 6.2 4.06 3.62 10.5:1 Aluminum VVT
IV 2009-12 L9H (2) 403 415 6.2 E85-capable* 4.06 3.62 10.5:1 Aluminum VVT
IV 2005-07,09 LS2 (U) 390-400 @ 6000 400 @ 4400 6.0 93 4.00 3.62 10.9:1 Aluminum
IV 2007-10 LY6 (K) 361 @ 5600 385 @ 4400 6.0 4.00 3.62 9.67:1 Iron VVT
IV 2008-09 LFA (5) 332 @ 5100 367 @ 4100 6.0 Hybrid 4.00 3.62 10.8:1 Aluminum AFM
IV 2010-12 LZ1 (J) 332 @ 5100 367 @ 4100 6.0 Hybrid 4.00 3.62 10.8:1 Aluminum AFM, VVT
IV 2009-11 LS9 (R/T) [18] 638 @ 6500 604 @ 3800 6.2 92 4.065 3.62 9.1:1 Aluminum/Alum. heads
IV 2006-11 LS7 (E) 505 @ 6300 470 @ 4800 7.0 91 4.125 4.00 11.0:1 [19] Aluminum
IV/V none LSX376 450 @ 5900 444 @ 4600 6.2 92 4.06 3.62 9:1 Aftermarket
IV/V none LSX454 620 @ 6200 590 @ 4800 7.4 92 4.185 4.125 11.0:1 Aftermarket
IV/V none LSX454R 776 @ 7000 680 @ 4500 7.4 110 4.185 4.125 13.1:1 Aftermarket [20]
V 2014-present LT1 455-460 @ 6000 455-465 @ 4600 6.2 93rec 4.06 3.62 11.5:1 Aluminum/Alum. Heads
V 2015-present LT4 640-650 @ 6400 630-650 @ 3600 6.2 4.06 3.62 10:1 Aluminum/Alum. Heads
V 2014-present L83 (C) 355-376 @ 5600 383-416 @ 4100 5.3 E85-capable 3.78 3.62 11.0:1 Aluminum/Alum. heads
V 2014-present L86 (J) 420 @ 5600 460 @ 4100 6.2 E85-capable 4.06 3.62 11.5:1 Aluminum/Alum. heads

Problems

In the early production run of the LS-series engine, some engines encountered 'piston slap' during the first couple minutes after a cold engine start - this sound is caused by the pistons rocking slightly in the cylinder until they reach operating temperature/size. 'Piston slap' sometimes sounds more like a knock or the sound of a diesel engine running. It is typically only present when the engine is cold and disappears as the engine reaches operating temperature. The noise of 'piston slap' often is louder when listening for it below the oil pan.

Another common problem with the 2001-2006 5.3L engines was cracking cylinder heads. This is commonly called the 'Castech Head' failure on the internet. GM issued a TSB on this failure to help service techs identify the problem. The head casting (which can be viewed from the passenger side of the vehicle just in front of the valve cover) was 706. Some heads with this casting number would fail (but not all of them) as GM had different suppliers for the same head. The failure was due to undetected porosity around the oil drains in the head.[21]

Build-your-own program

In 2011, Chevrolet Performance began to offer the build your own engine program for LS7 (part number 19259944) or LS9 (part number 19259945) crate engines. It also provides customers the experience of visiting GM's unique Performance Build Center in Wixom, Mich., where they will join a specially trained engine builder to assist in the start-to-finish assembly of the engine they purchased – from installing the crankshaft in the cylinder block to topping off the engine with its intake system. In the case of the LS9, it also means installing the supercharger assembly. Upon completion, a personalized nameplate is added to the engine.[22]

The build-your-own engine program associated with the V8 engines, available for buyers of Chevrolet Corvette, Cadillac XLR and certain top-spec Chevrolet Camaro models, were temporarily halted after the closure of GM Performance Build Center in Wixom, Michigan. The program's venue was reported to be relocated to the Corvette assembly plant in Bowling Green, Kentucky.[23]

Aftermarket

LS7.R

The LS7.R engine is a variation of the LS7 used in the highly successful C6.R American Le Mans Series racecar. It was crowned as Global Motorsport Engine of the Year by a jury of 50 race engine engineers on the Professional Motorsport World Expo 2006 in Cologne, Germany.

LSX

LSx is also used to denote any LS engine.

At the 2006 SEMA show, GM Performance Parts introduced the LSX engine, an all-new cast-iron racing block based on the LS7 engine. It was designed with help from drag racing legend Warren Johnson. It offers displacements ranging from 364 cubic inches to 511 cubic inches (4.25 in (108 mm) Bore x 4.5 in (110 mm) Stroke) and is capable of withstanding 2,500 bhp (1,900 kW). This block incorporates two extra rows of head-bolt holes per bank for increased clamping capacity. The six bolt steel main caps are the same ones used on the LS7 engine. The engine debuted at the auto show in a customized 1969 Camaro owned by Reggie Jackson. The LSX will be available starting the second quarter of 2007, set to be available in authorized dealerships and retailers on March 31, 2007.[24]

Chevrolet Performance LSX Bowtie block includes LSX specific six-bolts-per-cylinder head bolt pattern, billet-steel six-bolt dowel-located main bearing caps, extra-thick deck for maximum clamping force, extra-thick cylinder walls allow increased bore capacity (maximum 4.200-inch bore still allows 0.200-inch minimum wall thickness), true priority main oiling system, main web bay-to-bay breathing holes reduce crank windage,orange powder coat finish, machined bore at 3.880 is ready for final boring/honing.

LSX376

Chevrolet Performance LSX376 crate engines are updated versions of LSX crate engine family designed to support up to 1,000 horsepower. All models use Chevrolet Performance LSX Bowtie block.

LSX376-B15 (part number 19299306) includes forged steel crankshaft, forged H-beam rods and forged aluminum pistons (9.0:1 compression), high-flow rectangular-port six-bolt LSX-LS3 heads for supercharged and turbocharged combinations producing up to 15 pounds of boost and up to about 1,000 horsepower.

LSX376-B8 (part number 19171049) is a more economical version that is capable of approximately 8 pounds of boost, for engine producing approximately 600 horsepower. It is designed for production-style supercharger and turbo systems used without enhancements or modifications.[25]

See also

References

  1. ↑ "LS1 Info and Specifications". Smokemup.com. Retrieved 2012-01-25.
  2. ↑ "LS Engines - Small Block Engine - Crate Engine". GM Performance Parts. 2011-03-24. Retrieved 2012-01-25.
  3. ↑ Corvette LS6 - Ruthless Pursuit of Power
  4. ↑ "NASCAR's new motor". Circletrack.com. Retrieved 2012-01-25.
  5. ↑ Nascar block wins award
  6. ↑ "All-new G8 accelerates new era of rear-wheel-drive performance at Pontiac". Global Auto Index. 2007-02-07. Retrieved 2007-08-30.
  7. ↑ "2010 Vortec 6.0L V-8 VVT Hybrid (LZ1)". GM. 2010. Retrieved 2013-05-21.
  8. 1 2 "GM Powertrain". GM. Retrieved 2013-05-21.
  9. ↑ "GM Inside News Forum - Engine Guide". Gminsidenews.com. 2009-03-22. Retrieved 2009-04-26.
  10. ↑ "LS4 Overview - GM Powertrain".
  11. ↑ "Gen III & Gen IV Vortec Truck Engines". GM High-Tech Performance. 2007-02-26. Retrieved 2010-09-21.
  12. ↑ "Revealed: our fastest, most expensive road car". The Sydney Morning Herald. 2008-02-29.
  13. ↑ "CSV GTS LS7 - HSV's faithful wait for an official 7.0-litre project, but CSV has already beaten the factory to the power punch". Wheels (magazine). Motoring.com.au. December 2007. Retrieved 21 June 2015.
  14. ↑ Vertical Aviation Technologies (2013). "Hummingbird 300LS". Retrieved 14 February 2013.
  15. ↑ Sutton, Mike (2007-08-29). "GM Reveals Small-Block V-8 With Direct Injection". WardsAuto.com. Retrieved 2007-08-30.
  16. ↑ Mackenzie, Angus (January 13, 2014). "The torque's the thing: 625-hp Z06 Corvette debuts in Detroit". www.gizmag.com. Gizmag.
  17. ↑ http://www.vadengmpp.com/owners-manual/chevrolet/2001-Chevrolet-Camaro.pdf
  18. ↑ LS9 Crate Engine Specifications; Chevrolet.com
  19. ↑ "LS7: The Largest, Most Powerful Small-Block Ever Built". National Corvette Museum. Retrieved January 10, 2005.
  20. ↑ LSX454R; GM Performance Parts online
  21. ↑ "Castech Head Failure TSB" (PDF). Retrieved 2012-01-25.
  22. ↑ Build Your Own LS7 or LS9 Crate Engine - Exclusive program lets customers help assemble engine at GM's Performance Build Center
  23. ↑ GM relocating build-your-own engine program to Bowling Green
  24. ↑ Hellwig, Ed (October 2006). "2006 SEMA Show - Reggie Jackson Camaro". Edmunds Inside Line. Retrieved 2007-08-30.
  25. ↑ Stronger LSX™ Bowtie Blocks are Foundations for Boost-Ready Chevrolet Performance LSX376 Crate Engines
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