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{{Short description|Family of V8 and V6 engines}}
{{About|the third, fourth, and fifth generation of Chevrolet/General Motors small-block engine|the first- and second-generation Chevrolet small-block engine|Chevrolet small-block engine (first- and second-generation)|the engine found in the C8 Corvette Z06|Chevrolet Gemini small-block engine}}
{{More citations needed|date=October 2018}}
{{Use mdy dates|date=November 2017}}
{{Use American English|date=March 2023}}
{{Infobox automobile engine
| name = General Motors LS small-block engine
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The '''General Motors LS-based small-block engines''' are a family of [[V8 engine|V8]] and offshoot [[V6 engine]]s designed and manufactured by the American [[automotive]] company [[General Motors]]. Introduced in 1997, the family is a continuation of the earlier [[Chevrolet small-block engine (first- and second-generation)|first- and second-generation Chevrolet small-block engine]], of which over 100 million have been produced altogether<ref>{{Cite web |last=Lingeman |first=Jake |date=2011-11-28 |title=GM builds 100-millionth small-block engine |url=http://autoweek.com/news/a1979831/gm-builds-100-millionth-small-block-engine/ |access-date=2023-03-18 |website=Autoweek |language=en-US |archive-date=March 28, 2023 |archive-url=https://web.archive.org/web/20230328082026/https://www.autoweek.com/news/a1979831/gm-builds-100-millionth-small-block-engine/ |url-status=live }}</ref> and is also considered one of the most popular V8 engines ever.<ref>{{Cite web |last=Prosser |first=Dan |date=July 26, 2019 |title=The world's greatest car engines |url=https://www.autocar.co.uk/slideshow/world%E2%80%99s-greatest-car-engines |access-date=2023-03-18 |website=Autocar |language=en}}</ref><ref>{{Cite web |last1=McGuire |first1=Bill |last2=Freiburger |first2=David |date=2012-04-19 |title=Reader Voted - 20 Best V8s of All Time - Hot Rod Magazine |url=https://www.motortrend.com/news/hrdp-1204-20-best-v8s-of-all-time/ |access-date=2023-03-18 |website=MotorTrend |language=en |archive-date=July 27, 2023 |archive-url=https://web.archive.org/web/20230727165705/https://www.motortrend.com/news/hrdp-1204-20-best-v8s-of-all-time/ |url-status=live }}</ref><ref>{{Cite web |last=Katsianis |first=Jordan |date=April 22, 2021 |title=Best V8 cars past and present – our favourite eights and the cars they're found in |url=https://www.evo.co.uk/best-cars/201772/best-v8-cars-past-and-present-our-favourite-eights-and-the-cars-theyre-found-in |access-date=2023-03-18 |website=evo |language=en |archive-date=September 24, 2024 |archive-url=https://web.archive.org/web/20240924064327/https://www.evo.co.uk/best-cars/201772/best-v8-cars-past-and-present-our-favourite-eights-and-the-cars-theyre-found-in |url-status=live }}</ref><ref>{{Cite web |title=10 Longest Produced American V8 Engines – Autowise |url=https://autowise.com/longest-produced-american-v8-engines/ |access-date=2023-03-18 |language=en-US |archive-date=September 24, 2024 |archive-url=https://web.archive.org/web/20240924064328/https://autowise.com/longest-produced-american-v8-engines/ |url-status=live }}</ref> The LS family spans the third, fourth, and fifth generations of the small-block engines, with a sixth generation expected to enter production soon.<ref>{{Cite web |date=2023-01-23 |title=The V-8 Is Not Dead: GM Confirms New Sixth-Gen Small-Block |url=https://www.motortrend.com/news/v-8-not-dead-gm-confirms-new-sixth-gen-small-block/ |access-date=2023-03-20 |website=[[MotorTrend]] |language=en|first=Monica|last=Gonderman}}</ref><ref>{{Cite web |last=Perkins |first=Chris |date=2023-01-23 |title=GM Spending $854 Million to Build New Small-Block V-8 |url=https://www.roadandtrack.com/news/a42618499/gm-gen-vi-small-block/ |access-date=2023-03-20 |website=Road & Track |language=en-US |archive-date=September 24, 2024 |archive-url=https://web.archive.org/web/20240924064329/https://www.roadandtrack.com/news/a42618499/gm-gen-vi-small-block/ |url-status=live }}</ref> Various small-block V8s were and still are available as [[crate engine]]s.<ref>{{Cite web |title=Ranked: the longest-living car engines |url=https://www.autocar.co.uk/slideshow/ranked-longest-living-car-engines-1 |access-date=2023-03-18 |website=Autocar |language=en |archive-date=July 27, 2023 |archive-url=https://web.archive.org/web/20230727165705/https://www.autocar.co.uk/slideshow/ranked-longest-living-car-engines-1 |url-status=live }}</ref><ref>{{Cite web |date=2022-01-31 |title=LS7 and LS427/570 Engines Discontinued by Chevrolet |url=https://www.motortrend.com/news/ls7-engine-discontinued/ |access-date=2023-03-19 |website=MotorTrend |language=en |archive-date=February 9, 2023 |archive-url=https://web.archive.org/web/20230209221128/https://www.motortrend.com/news/ls7-engine-discontinued/ |url-status=live }}</ref>
The "LS" nomenclature originally came from the [[Regular Production Option]] (RPO) code LS1, assigned to the first engine in the Gen III engine series. The LS nickname has since been used to refer generally to all Gen III and IV engines,<ref>{{Cite web |last=Garbe |first=Eric |date=2022-01-21 |title=A Guide to LS Cylinder Heads |url=http://www.enginebuildermag.com/2022/01/a-guide-to-ls-cylinder-heads/ |access-date=2023-03-20 |website=Engine Builder Magazine |language=en-US |archive-date=March 20, 2023 |archive-url=https://web.archive.org/web/20230320224245/https://www.enginebuildermag.com/2022/01/a-guide-to-ls-cylinder-heads/ |url-status=live }}</ref> but that practice can be misleading, since not all engine RPO codes in those generations begin with LS.<ref>{{Cite web |last=Garbe |first=Eric |date=2022-01-21 |title=A Guide to LS Cylinder Heads |url=http://www.enginebuildermag.com/2022/01/a-guide-to-ls-cylinder-heads/ |access-date=2023-03-18 |website=Engine Builder Magazine |language=en-US |archive-date=March 20, 2023 |archive-url=https://web.archive.org/web/20230320224245/https://www.enginebuildermag.com/2022/01/a-guide-to-ls-cylinder-heads/ |url-status=live }}</ref> Likewise, although Gen V engines are generally referred to as "LT" small-blocks after the RPO LT1 first version, GM also used other two-letter RPO codes in the Gen V series.<ref>{{Cite web |title=Everything You Want To Know About The GM Gen V / LT Engine |url=https://www.holley.com/blog/post/everything_you_want_to_know_about_the_gm_gen_v_lt_engine/ |access-date=2023-03-18 |work=[[Holley Performance Products]] |language=en |archive-date=September 24, 2024 |archive-url=https://web.archive.org/web/20240924064328/https://www.holley.com/blog/post/everything_you_want_to_know_about_the_gm_gen_v_lt_engine/ |url-status=live }}</ref><ref>{{Cite web |last=Panait |first=Mircea |date=2021-08-28 |title=General Motors LT Small-Block V8 Engine Guide |url=https://www.autoevolution.com/news/general-motors-lt-small-block-v8-engine-guide-168253.html |access-date=2023-03-19 |website=autoevolution |language=en}}</ref>
The LS1 was first fitted in the [[Chevrolet Corvette (C5)]],<ref name="leg">{{Cite magazine|title=The Legendary Small-Block Chevy V-8: A Look Back at Its Highlights and Evolution|url=https://www.motortrend.com/how-to/small-block-chevy-engine-history/|access-date=2023-03-20|magazine=[[MotorTrend]]|language=en|date=February 27, 2023|first1=Steven|last1=Rupp|first2=Jason|last2=Udy|archive-date=March 24, 2023|archive-url=https://web.archive.org/web/20230324190900/https://www.motortrend.com/how-to/small-block-chevy-engine-history/|url-status=live}}</ref> and LS or LT engines have powered every generation of the Corvette since (with the exception of the Z06
A clean-sheet design, the only shared components between the Gen III engines and the first two generations of the [[Chevrolet small-block engine (first- and second-generation)|Chevrolet small-block engine]] are the [[connecting rod]] bearings and [[valve lifter]]s.<ref name=":3" /> However, the Gen III and Gen IV engines were designed with modularity in mind, and several engines of the two generations share a large number of interchangeable parts.<ref>{{Cite web |title=LS Gen III vs Gen IV Swap Guide |url=https://www.ictbillet.com/swap-guide/ls-swap-guide/ls-gen-iii-vs-gen-iv-swap-guide.html |access-date=2023-03-19 |website=www.ictbillet.com |archive-date=September 24, 2024 |archive-url=https://web.archive.org/web/20240924064327/https://www.ictbillet.com/swap-guide/ls-swap-guide/ls-gen-iii-vs-gen-iv-swap-guide.html |url-status=live }}</ref> Gen V engines do not share as much with the previous two, although the [[engine block]] is carried over, along with the connecting rods.<ref>{{Cite web |last=Smith |first=Jeff |date=December 14, 2020 |title=Everything You Want To Know About The GM Gen V / LT Engine |url=https://www.holley.com/blog/post/everything_you_want_to_know_about_the_gm_gen_v_lt_engine/ |access-date=2023-03-19 |work=[[Holley Performance Products]] |language=en |archive-date=September 24, 2024 |archive-url=https://web.archive.org/web/20240924064328/https://www.holley.com/blog/post/everything_you_want_to_know_about_the_gm_gen_v_lt_engine/ |url-status=live }}</ref> The serviceability and parts availability for various Gen III and Gen IV engines have made them a popular choice for [[engine swap]]s in the car enthusiast and [[hot rodding]] community; this is known colloquially as an [[LS swap]].<ref>{{Cite web |date=2014-03-26 |title=9 Popular Engine Swaps - Choose Wisely |url=https://www.motortrend.com/how-to/1404-popular-engine-swaps/ |access-date=2023-03-19 |website=MotorTrend |language=en}}</ref><ref>{{Cite web |last=Garbe |first=Eric |date=2021-08-12 |title=Popular Engine Swaps |url=https://www.enginebuildermag.com/2021/08/popular-engine-swaps/ |access-date=2023-03-19 |website=Engine Builder Magazine |language=en-US |archive-date=September 24, 2024 |archive-url=https://web.archive.org/web/20240924064328/https://www.enginebuildermag.com/2021/08/popular-engine-swaps/ |url-status=live }}</ref><ref name=hr>{{Cite web|title=Everything You Need to Know About LS, LSX, and Vortec Engines: Specs, History, Swaps, and More|url=https://www.hotrod.com/how-to/chevy-ls-lsx-lsa-engine-history/|access-date=2023-03-21|magazine=[[Hot Rod (magazine)|Hot Rod]]|first=Steven|last=Rupp|language=en|date=Jan 22, 2022|archive-date=January 19, 2025|archive-url=https://web.archive.org/web/20250119160822/https://www.hotrod.com/how-to/chevy-ls-lsx-lsa-engine-history/|url-status=live}}</ref> These engines also enjoy a high degree of aftermarket support due to their popularity and affordability.<ref>{{Cite web |title=Guide to LS engine swaps |url=https://www.whichcar.com.au/features/guide-to-ls-conversions |access-date=2023-03-19 |website=WhichCar |date=May 25, 2018 |language=en |first=Iain |last=Kelly |archive-date=June 22, 2021 |archive-url=https://web.archive.org/web/20210622205409/https://www.whichcar.com.au/features/guide-to-ls-conversions |url-status=live }}</ref>
== Background ==
The brainchild of [[Chevrolet]] chief engineer [[Ed Cole]], the [[Chevrolet small-block engine (first- and second-generation)|first generation of the Chevrolet small-block engine]] was first unveiled in the 1955 [[Chevrolet Corvette (C1)|Chevrolet Corvette]] and [[Chevrolet Bel Air]], both powered by the {{cvt|265|cuin|cc|sigfig=4}} "Turbo-Fire." The 265 Turbo-Fire distinguished itself from other engines of the era such as [[Cadillac|Cadillac's]] [[Cadillac V8 engine#331 series|331 series]] of the late 1940s and early 1950s by reducing the size and weight of various components within the engine; a compact [[engine block]] combined with a light [[valvetrain]] gave the Turbo-Fire a {{cvt|40|lbs|kg|sigfig=2}} weight reduction compared to the [[Chevrolet Stovebolt engine#235|inline-sixes]] (despite having two more cylinders) that initially powered the first generation of the Corvette, alongside a significant horsepower increase of 25%. This contributed to lowering the Corvette's {{cvt|0-60|mph|km/h}} from 11 seconds to 8.7.<ref name=":4">{{Cite news |last=Stenquist |first=Paul |date=2013-01-18 |title=Talking About a New Generation: A Redesigned Engine for Corvette |language=en-US |work=The New York Times |url=https://www.nytimes.com/2013/01/20/automobiles/talking-about-a-new-generation-for-the-corvette.html |access-date=2023-03-22 |issn=0362-4331 |archive-date=March 22, 2023 |archive-url=https://web.archive.org/web/20230322084345/https://www.nytimes.com/2013/01/20/automobiles/talking-about-a-new-generation-for-the-corvette.html |url-status=live }}</ref><ref name=":0">{{cite magazine|magazine=[[Machine Design]]|title=From blue flame six to LT5|volume=65|issue=17|page=32|id={{ProQuest|217149408}}
Nicknamed the "Mighty Mouse," the Turbo-Fire soon became popular within the hot rodding community too, along with scoring wins in [[stock car racing]].<ref name=":1" /> A larger version of the Turbo-Fire arrived in 1957, now [[Boring (manufacturing)|bored]] out to {{cvt|3.875|in|mm|sigfig=3}}. This gave the new engine a total displacement of {{cvt|283|cuin|cc|sigfig=4}}; this newer version was dubbed the "Super Turbo-Fire." The Super Turbo-Fire was also the first engine offered with [[mechanical fuel injection]]. The top-of-the-line model produced {{cvt|283|hp|kW PS|0}}, giving it a 1:1 cubic inch to horsepower ratio;<ref name=leg/> this lowered the Corvette's {{cvt|0-60|mph|km/h|0}} to 7.2 seconds.<ref name=":0" />
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The decision to stick with pushrod technology was seen as archaic at the time; such engines were seen as outdated compared to the smaller capacity (but more powerful and fuel efficient) overhead cam engines favored by European and Asian manufacturers. One of GM's domestic rivals, [[Ford Motor Company|Ford]], had announced plans to axe its [[Ford small block engine|small block engine]] from production in the early 1990s,<ref name=":5" /> in favor of its Modular engines. Another domestic rival, Chrysler Corporation, had stopped building passenger cars with V8 engines years prior, relegating them to its trucks and SUVs. Many car enthusiasts also desired a [[dual overhead cam]] engine;<ref name=":4" /> GM in response had developed the [[Northstar engine series|Northstar]] engines for Cadillac, but those engines were initially exclusive to that brand and not originally designed for rear-wheel-drive vehicles. Later on, Sam Winegarden, former General Motors chief engineer for small-blocks, stated that despite the stigma of the pushrod engine being "a symbol of the uncompetitiveness [sic] of the domestic industry," the decision to stick with pushrods was made on the basis that switching to overhead camshafts was unnecessary. The power requirements for the Corvette were satisfied by simply increasing engine displacement.<ref name=":5" /> Current General Motors chief engineer for small-blocks Jake Lee also stated that switching to overhead camshafts would also increase the height of the engine by {{cvt|4|in|mm|sigfig=3}}, rendering it too tall to fit under the [[Hood (car)|hood]] of the Corvette.<ref>{{Cite web |date=2012-10-24 |title=2014 Chevrolet Corvette C7 Gains New LT1 6.2-Liter V-8 |url=https://www.motortrend.com/news/2014-chevrolet-corvette-c7-gains-new-lt1-6-2-liter-v-8-179333/ |access-date=2023-03-23 |website=MotorTrend |language=en |archive-date=March 23, 2023 |archive-url=https://web.archive.org/web/20230323213125/https://www.motortrend.com/news/2014-chevrolet-corvette-c7-gains-new-lt1-6-2-liter-v-8-179333/ |url-status=live }}</ref>
Approval for the Gen III was granted in May 1992, after a seat-of-the-pants decision made by General Motors executives who went for a drive in two Corvettes—one equipped with a traditional pushrod engine and one with a newer dual overhead camshaft engine. Tom Stephens, then-executive director of General Motors Powertrains, was the man in charge of the project. Stephens had the task of designing an engine that was not only more powerful than the previous small-block iterations, but one that could also deliver better [[Fuel economy in automobiles|fuel economy]] and meet [[emissions standards]]. Work began in 1993, shortly after the release of the LT1 Gen II engine. A small team hand-picked from the Advanced Engineering department of General Motors was assembled to do much of the initial design work, with initial prototypes hitting test benches by the winter of 1993. Stephens also recruited Ed Koerner, a former [[NHRA]] record holder, to help with much of the hands-on work, while Stephens
== Design ==
All three generations are [[overhead valve engine]]s, otherwise known as pushrod engines. Overhead valve engines have the valves mounted above the cylinder head, with a [[pushrod]] and [[rocker arm]] allowing
[[File:Pushrod2.PNG|thumb|A [[pushrod]] configuration that would typically be found in a LS-based [[overhead valve]] small-block. Lobes of a rotating [[camshaft]] transmit upward motion through [[valve lifter]]s to pushrods, which open valves via downward motion transferred to them by a [[rocker arm]].]]
All three generations were outfitted with either [[aluminum]] or [[cast iron]] engine blocks, with all passenger car engine blocks being aluminum, whereas truck engine blocks could be either material. Every single engine was also fitted with aluminum cylinder heads,<ref name="oac1">{{Cite web |date=2017-09-21 |title=LS Engines 101: An Introductory Overview of the Gen III/IV LS Engine Family |url=https://www.onallcylinders.com/2017/09/21/ls-engines-101-introductory-overview-gen-iiiiv-ls-engine-family/ |access-date=2023-03-23 |work=[[Summit Racing Equipment|OnAllCylinders]] |language=en |author=Staff |archive-date=September 24, 2024 |archive-url=https://web.archive.org/web/20240924064328/https://www.onallcylinders.com/2017/09/21/ls-engines-101-introductory-overview-gen-iiiiv-ls-engine-family/ |url-status=live }}</ref> except for the 1999 and 2000 [[model year]] of the LQ4, which were cast iron.<ref>{{Cite web |last=Garbe |first=Eric |date=2022-01-21 |title=A Guide to LS Cylinder Heads |url=http://www.enginebuildermag.com/2022/01/a-guide-to-ls-cylinder-heads/ |access-date=2023-03-23 |website=Engine Builder Magazine |language=en-US |archive-date=March 20, 2023 |archive-url=https://web.archive.org/web/20230320224245/https://www.enginebuildermag.com/2022/01/a-guide-to-ls-cylinder-heads/ |url-status=live }}</ref> Other modifications to the cylinder heads included a redesign to include significantly better airflow, with evenly spaced exhaust and intake [[Poppet valve|valves]].<ref name="leg" /><ref name=":4" /> A deeper engine skirt meant that the third and following generations were slightly larger than its predecessors; the deeper skirts strengthened the block and improved rigidity. A deep engine skirt refers to an engine block which extends below the centerline position of the crankshaft within the engine.<ref>{{Cite web |date=1998-01-02 |title=Cylinder Block - Building, Inspecting - Tech - Hot Rod Magazine |url=https://www.motortrend.com/how-to/building-a-cylinder-block/ |access-date=2023-03-23 |website=MotorTrend |language=en}}</ref> Another feature across all generations was the {{cvt|4.4|in|mm|sigfig=3}} [[bore spacing]] and pushrods, the former of which is also in use in the [[Chevrolet Gemini small-block engine]].<ref>{{Cite web |date=2021-10-26 |title=Flat-Plane Crank DOHC LT6 to Power the 2023 Corvette Z06! Details and Specs |url=https://www.motortrend.com/how-to/lt6-engine-2023-corvette-z06-details/ |access-date=2023-03-23 |website=MotorTrend |language=en |archive-date=October 27, 2021 |archive-url=https://web.archive.org/web/20211027132036/https://www.motortrend.com/how-to/lt6-engine-2023-corvette-z06-details/ |url-status=live }}</ref> The use of aluminum allowed for further weight reduction; the 1997 LS1 was almost {{cvt|100|lbs|kg|sigfig=2}} lighter than previous cast-iron small-block iterations.<ref name=":4" /> GM also made extensive use of economies of scale for the LS: with the exception of the 4.8L and 7.0L engines, all variants used the same 3.622" stroke (with most of those variants using the same basic crankshaft casting), the 4.8L and 5.3L variants utilized the same block casting, and several variants used the same length connecting rod.<ref>2022 Chevrolet Performance catalog: The LS/LT Engine Family Tree</ref>
Other modifications include long runner intake manifolds, [[Powder metallurgy|powder-forged]] connecting rods and the introduction of six-bolt [[main bearing]]s (as opposed to two or four on the previous generations). Long runner intake manifolds in the LS series increases the airflow into the cylinders at low revolutions, increasing [[torque]] production at lower revolutions.<ref>{{cite magazine|magazine=Engine Builder Magazine|title=LS Intake Manifolds|first=Eric|last=Gabe|date=Jan 26, 2023|access-date=February 5, 2025|url=https://www.enginebuildermag.com/2023/01/ls-intake-manifolds/}}</ref> Truck applications of the LS engine have even longer intake manifolds, being approximately {{cvt|3|in|mm|sigfig=2}} taller than passenger car manifolds.<ref>{{cite book|title=How to Build LS Gen IV Performance on the Dyno: Optimal Parts Combos for Maximum Horsepower|isbn=978-1613253403|first=Richard|last=Holdener|date=2017|publisher=CarTech|___location=[[Forest Lake, MN]]|page=9}}</ref> Most engines were also fitted with [[hypereutectic piston]]s,<ref name=hr/> replacing the previous [[Casting (metalworking)|cast]] pistons which were weaker and less thermally stable.<ref>{{cite web|url=https://www.enginebuildermag.com/2005/06/performance-pistons/|work=Engine Builder Magazine|first=Larry|last=Carley|date=June 1, 2005|access-date=February 5, 2025|title=Performance Pistons|archive-date=May 30, 2024|archive-url=https://web.archive.org/web/20240530002301/https://www.enginebuildermag.com/2005/06/performance-pistons/|url-status=live}}</ref>
Powder-forging involves [[sintering]] a specific mixture of metals and non-metals which have been compressed in a [[Machine press|forming press]]. The mixture is then quickly transferred into a traditional die cavity in a [[forging press]] and is pressed once then cooled. Powder-forging is also more cost-effective compared to traditional die forging, reducing the amount of tooling required to trim inconsistencies in hot-forged connecting rods.<ref>{{Cite journal |last=Ashley |first=Steven |date=February 1991 |title=Connecting rods that crack by design |journal=Mechanical Engineering |publisher=[[American Society of Mechanical Engineers]] |volume=113 |issue=2 |pages=54 |issn=0025-6501 |via=[[Gale OneFile]]}}</ref> Stronger than the forged steel connecting rods of the previous two generations, powder-forged connecting rods have been fitted to every LS and LT engine except for the LS7.<ref>{{Cite web |title=Everything You Wanted to Know About the GM LS Engine Family |url=https://auto.jepistons.com/blog/everything-you-wanted-to-know-about-the-gm-ls-engine-family |access-date=2023-03-30 |website=auto.jepistons.com |date=September 10, 2022 |language=en |archive-date=April 1, 2023 |archive-url=https://web.archive.org/web/20230401020024/https://auto.jepistons.com/blog/everything-you-wanted-to-know-about-the-gm-ls-engine-family |url-status=live }}</ref>
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=====LS1=====
When introduced in the 1997 Corvette, the LS1 was rated at {{cvt|345|hp|0}} at 5,600 rpm and {{cvt|350|lbft|0}} at 4,400 rpm.<ref>{{Cite journal |last=Amann |first=Richard W. |last2=Damico |first2=Mark A. |last3=Green |first3=Brian |last4=Hahn |first4=Charles J. |last5=Haider |first5=Ameer |last6=Juriga |first6=John W. |last7=Mantey |first7=Creighton A. |date=1997-02-24 |title=1997 GM 5.7 Liter LS1 V8 Engine |url=https://www.sae.org/content/970915/ |journal=SAE Technical Paper |doi=10.4271/970915}}</ref> After improvements to the intake and exhaust manifolds in 2001, the rating improved to {{cvt|350|hp|0}} and {{cvt|365|lbft|0}} ({{cvt|375|lbft|0}} for manual-transmission Corvettes.<ref>{{cite web |url=https://www.caranddriver.com/reviews/a15132706/2005-chevrolet-corvette-z51-road-test/)|title=2005 Chevrolet Corvette Z51 |date=September 2004 }}</ref><ref>{{cite web |url=http://www.gmperformanceparts.com/Parts/showcase_detail.jsp?engine=2 |title=LS Engines - Small Block Engine - Crate Engine |publisher=GM Performance Parts |date=March 24, 2011 |access-date=January 25, 2012 |url-status=live |archive-url=https://web.archive.org/web/20111230121232/http://www.gmperformanceparts.com/Parts/showcase_detail.jsp?engine=2 |archive-date=December 30, 2011 |df=mdy-all }}</ref> The LS1 was used in the Corvette from 97 to 04. It was also used in 98-02 GM F-Body (Camaro & Firebird) cars with a rating of over {{cvt|305|–|345|hp|0}}, 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 hp/376 ft-lb in the [[Holden Special Vehicles|HSV's]] VYII series, and a [[Callaway Cars Incorporated|Callaway]] modified version named "C4B" was fitted to HSV GTS models producing {{cvt|400|bhp|0}} and {{cvt|376|lbft|0}} of torque.<ref name="ls1">{{cite web|url=https://gmauthority.com/blog/gm/gm-engines/ls1/|publisher=GM Authority|access-date=October 22, 2021|title=GM 5.7 Liter V8 Small Block LS1 Engine|date=June 13, 2016|archive-date=September 24, 2024|archive-url=https://web.archive.org/web/20240924071139/https://gmauthority.com/blog/gm/gm-engines/ls1/|url-status=live}}</ref>
Applications:
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|{{Cvt|320-325|hp|kW|0}} at 5200 rpm
|{{Cvt|345-350|lbft|Nm|0}} at 4400 rpm
|-
|1999–2000
|[[Holden Commodore (VT)#Series II|Holden VT II Commodore]]
|{{Cvt|295|hp|kW|0}} at 5000 rpm
|{{Cvt|329|lbft|Nm|0}} at 4400 rpm
|-
|2000–2002
|[[Holden Commodore (VX)|Holden VX Commodore]]<br />[[Holden Ute#VU|Holden VU Ute]]
|{{Cvt|302|hp|kW|0}} at 5200 rpm
|{{Cvt|340|lbft|Nm|0}} at 4400 rpm
|-
|2000–2002
|[[Holden Commodore (VX)#HSV range|HSV VX/VU]]
|{{Cvt|342|hp|kW|0}} at 5600 rpm
|{{Cvt|350|lbft|Nm|0}} at 4000 rpm
|-
|2002–2004
|[[Holden Commodore (VY)|Holden VY Commodore]]
|{{Cvt|302-315|hp|kW|0}} at 5200 rpm<br />{{Cvt|329|hp|kW|0}} at 5600 rpm
|{{Cvt|350|lbft|Nm|0}} at 4400 rpm<br />{{Cvt|343|lbft|Nm|0}} at 4000 rpm
|-
|2002–2004
|[[Holden Commodore (VY)#HSV range (Y Series)|HSV Y Series]]
|{{Cvt|349|hp|kW|0}} at 5600 rpm<br />{{Cvt|382|hp|kW|0}} at 5800 rpm
|{{Cvt|350|lbft|Nm|0}} at 4000 rpm<br />{{Cvt|376|hp|kW|0}} at 4800 rpm
|-
|2004–2005
|[[Holden Commodore (VZ)|Holden VZ Commodore]]
|{{Cvt|315|hp|kW|0}} at 5600 rpm<br />{{Cvt|335|hp|kW|0}} at 5600 rpm
|{{Cvt|339|lbft|Nm|0}} at 4000 rpm<br />{{Cvt|347|lbft|Nm|0}} at 4800 rpm
|-
|2004
Line 150 ⟶ 182:
|[[HSV GTO]]
|{{Cvt|342-382|hp|kW|0}} at 5600 rpm
|{{Cvt|350|lbft|Nm|0}} at 4400 rpm
|-
|1999–2005
|[[Holden Caprice#WH|Holden WH Statesman]]
|{{Cvt|295|hp|kW|0}} at 5000 rpm
|{{Cvt|323-343|lbft|Nm|0}} at 4400 rpm
|-
|2001–2005
|[[Holden Monaro]]
|{{Cvt|302-328|hp|kW|0}} at 5200 rpm
|{{Cvt|339-343|lbft|Nm|0}} at 4400 rpm
|-
|2005–2005
|[[Holden Commodore (VZ)#HSV range|HSV Z series Avalanche]]
|{{Cvt|362|hp|kW|0}} at 5700 rpm
|{{Cvt|350|lbft|Nm|0}} at 4000 rpm
|}
[[File:Chevrolet Corvette C5 Z06 LS6 engine.jpg
{{Anchor|LS6}}
Line 172 ⟶ 209:
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.
The [[SSC Ultimate Aero TT]] also utilized the LS6 block, albeit with an enlarged [[
Applications:
Line 229 ⟶ 266:
===={{anchor|5.3 L|Vortec 5300}} 5.3 L====
The '''Vortec 5300''', or LM7/L59/LM4, is a V8 truck engine{{
=====LM7=====
Line 459 ⟶ 496:
| successor = [[General Motors small-block engine#Generation V|Generation V]]
| configuration = 90° [[V8 engine|V8]]
| displacement = {{ubl | {{cvt|4806|cc|cuin}}|{{cvt|5327|cc|cuin}}|{{cvt|5967|cc|cuin}}|{{cvt|6162|cc|cuin}}|{{cvt|
| bore = {{ubl | {{cvt|96|mm|in|2}}|{{cvt|101.6|mm|in}}|{{cvt|103.25|mm|in}}|{{cvt|104.8|mm|in|3}}|{{cvt|106.3|mm|in|3}}}}
| stroke = {{ubl | {{cvt|83|mm|in|2}}|{{cvt|92|mm|in|2}}|{{cvt|101.6|mm|in}}|{{cvt|104.8|mm|in|3}}}}
Line 670 ⟶ 707:
=====LS4=====
:''LS4 can also refer to a {{cvt|454|CID|L|1}} [[Chevrolet Big-Block engine]] of the 1970s''
[[File:2006 Chevrolet Impala SS LS4 engine.jpg
The '''LS4''' is a {{cvt|5327|cc|L cuin|1}} version of the Generation IV block. Though it has the same displacement as the [[#LY5|Vortec 5300 LY5]], it features an aluminum block instead of iron, and uses the same cylinder head casting as the Generation III LS6 engine. The LS4 is adapted for [[transverse engine|transverse]] [[front-wheel drive]] applications, with a bellhousing bolt pattern that differs from the rear-wheel-drive blocks (so as to mate with the 4T65E).
Line 720 ⟶ 757:
* 2007–2014 [[GMC Yukon XL]] 1500
*=====LH8=====*
The LH8 was introduced in 2008 as the V8 option for the Hummer H3. It was the simplest, most basic 5.3L V8 of its family, lacking any special technologies. Also known as the Vortec 5300, the LH8 was available in the H3 and GM mid-size pickups through 2009.
Line 754 ⟶ 791:
=====LS7=====
:''LS7 can also refer to a 454 over-the-counter 460+ hp high compression engine [[Chevrolet Big-Block engine]] of the 1970s''
[[File:2006 Chevrolet Corvette Z06 LS7 engine.jpg
The '''LS7''' is a {{cvt|7011|cc|L cuin|1}} engine based on the Gen IV architecture. The block is changed, with [[Cylinder (engine)#Cylinder sleeving|sleeved]] cylinders in an aluminum block with a larger bore of {{cvt|4.125|in|mm|1}} and longer stroke of {{cvt|4|in|mm|1}} than the LS2. The small-block's {{cvt|4.4|in|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 piston|hypereutectic]]. The two-valve arrangement is retained, though the titanium intake valves by Del West have grown to {{cvt|2.2|in|mm}} and sodium-filled exhaust valves are up to {{cvt|1.61|in|mm}}.
Line 767 ⟶ 804:
* 2006–2013 [[Chevrolet Corvette (C6)#Z06|Chevrolet Corvette Z06]]
*2008–present [[Spada Codatronca]]
*2008–2009 [[HSV E Series|HSV W427]]
*2009–2016 [[Zenvo ST1]]
* 2013 [[Chevrolet Corvette (C6)#427 Convertible|Corvette 427 Convertible]]
*2013 [[Mazzanti Evantra]] Millecavalli
* 2014–2015 [[Chevrolet Camaro (fifth generation)#Camaro Z/28|Chevrolet Camaro Z/28]]
*2015 [[Exotic Rides W70]]
* 2015–present [[SIN R1]] 550
* [[Vertical Hummingbird]] helicopter<ref name="300LS">{{cite web |last=Vertical Aviation Technologies |year=2013 |title=Hummingbird 300LS |url=http://vertical-aviation.com/hummingbird-kit-helicopter/300ls/ |url-status=dead |archive-url=https://web.archive.org/web/20130128043311/http://vertical-aviation.com/hummingbird-kit-helicopter/300ls |archive-date=January 28, 2013 |access-date=February 14, 2013 |df=mdy-all}}</ref>
=====LS427=====
The '''LS427''' is a {{cvt|7011|cc|L cuin|1}} engine based on the LS7
Unlike the LS7, the LS427 uses a conventional wet-sump oiling system with an F-body aluminum oil pan and wet-sump pump, eliminating the need for an external oil tank and plumbing required by the LS7's dry-sump system. This change makes the engine easier to install in a wider range of vehicles.
The LS427 is equipped with a unique hydraulic roller camshaft featuring .591 in intake and .590 in exhaust lift and longer duration (227° intake / 242° exhaust), resulting in a power increase to {{cvt|570|bhp|PS kW|0}} and {{cvt|540|lbft|Nm|0}} of [[Torque#Machine torque|torque]].<ref>{{Cite web|url=https://www.chevrolet.com/performance-parts/crate-engines/ls/ls427-570|website=chevrolet.com|title=GM LS427/570|access-date=July 17, 2023}}</ref>
Other changes include fifth-generation Camaro Z/28 exhaust manifolds and a 14 in manual transmission flywheel from the Z/28 platform, replacing the LS7’s stock components. It retains key LS7 features such as forged steel crankshaft, titanium connecting rods, CNC-ported aluminum cylinder heads with 70cc combustion chambers, and a 7000 rpm redline.
The engine is supplied fully assembled with intake manifold, fuel rails, injectors, throttle body, ignition coil packs, balancer, and water pump. It requires a specific LS427/570 engine controller (P/N 19420000) calibrated for this engine.
The LS427 was discontinued in January 2022 along with the LS7.
===4.06 in. bore blocks (2007–2017)===
Line 784 ⟶ 834:
=====L92 / L9H / L94=====
The '''L92''', also known as the Vortec 6200, displaces {{cvt|6162|cc|L cuin|1}}, and
Engines built prior to April 1, 2006, contained AFM hardware; however, the mode was not enabled in the PCM, and thus the system was not functional. Engines built after this date also lacked any AFM hardware, and instead used a valley cover plate similar to the L20, until the debut of the L94 variants mentioned below.
Line 804 ⟶ 854:
=====LS3=====
: ''LS3 can also refer to a {{cvt|402|CID|L|1}} [[Chevrolet Big-Block engine]] of the 1970s.''
[[File:GM LS3 Engine.jpg|250px|thumb
The '''LS3''' was introduced as the Corvette's new base engine for the 2008 model year. It produces {{cvt|430|bhp|kW PS|0}} at 5900 rpm and {{cvt|424|lbft|Nm|0}} 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 {{cvt|103.25|mm|in|3}} creating a displacement of {{cvt|6162|cc|L cuin|1}}. It also features higher flowing cylinder heads sourced from the [[GM Vortec engine#6200|L92]], a more aggressive camshaft with {{cvt|14|mm|in|3|order=flip}} lift, a 10.7:1 compression ratio, a revised valvetrain with {{cvt|6|mm|in|3|order=flip}} offset intake rocker arms, a high-flow intake manifold, and {{cvt|47|lb}}/hour fuel injectors from the LS7 engine.
Line 823 ⟶ 873:
* 2010–2015 [[Chevrolet Camaro (fifth generation)|Chevrolet Camaro SS]] (manual only)
* 2008–2017 Holden vehicles including:
** 2008–2013 [[HSV E Series]]
** 2009 [[Pontiac G8|Pontiac G8 GXP]]
** 2014–2017 [[
** 2009–2017 [[Vauxhall VXR8]]
** 2015–2017 [[Holden Caprice#WN|Holden WN II Caprice]]
** 2015–2017 [[Holden Commodore (VF)|Holden VF II Commodore]]
*2012 [[AC 378 GT Zagato]]
*2015 [[SIN R1]] 450
*2016 [[Arrinera Hussarya]]
{{Anchor|L99}}
Line 844 ⟶ 899:
Applications:
* 2009–2013 [[Chevrolet Corvette (C6)#ZR1|Chevrolet Corvette ZR1]]
* 2015 [[Equus Bass 770]]
* 2015–present [[SIN R1]] 650
* 2016 [[Icona Vulcano|Icona Vulcano Titanium]]
* 2016 [[VLF Destino]]
* 2017 [[Holden Special Vehicles GTS|HSV GTSR W1]]
{{Anchor|LSA}}
Line 858 ⟶ 915:
* 2009–2015 [[Cadillac CTS-V]]
* 2012–2015 [[Chevrolet Camaro (fifth generation)#
* 2014–2017 [[Holden Commodore (VF)#GTS|HSV GTS GEN-F]]
** 2013–2017 [[Vauxhall VXR8]] GTS, GTS-R
Line 1,010 ⟶ 1,067:
{{For|the 5.7 L Generation II engine of the same RPO|Chevrolet small-block engine (first- and second-generation)#LT4}}
The {{cvt|6162|cc|L cuin|1|order=flip}} 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 level. 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, 10.0:1 compression ratio, enhanced performance and efficiency 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.<ref>{{Cite web|url=http://gmauthority.com/blog/gm/gm-engines/lt4/|title=GM 6.2 Liter Supercharged V8 Small Block LT4 Engine|website=GM Authority|date=April 16, 2014|language=en-us|access-date=September 8, 2017|url-status=live|archive-url=https://web.archive.org/web/20170911020726/http://gmauthority.com/blog/gm/gm-engines/lt4|archive-date=September 11, 2017|df=mdy-all}}</ref> The engine uses a {{cvt|1.7|L|cuin|1}} Eaton TVS Supercharger. Although smaller than the previous {{cvt|2.3|L|cuin|1}} supercharger used on the sixth-generation ZR1, it spins to 5000 rpm faster thus generating boost quicker while making only slightly less total boost than the LS9 engine.<ref>{{Cite web|url=http://www.gizmag.com/corvette-z06-debut-naias/30441/|title=The torque's the thing: 625-hp Z06 Corvette debuts in Detroit|date=January 13, 2014|website=www.gizmag.com|publisher=Gizmag|last=Mackenzie|first=Angus|url-status=live|archive-url=https://web.archive.org/web/20150906052213/http://www.gizmag.com/corvette-z06-debut-naias/30441/|archive-date=September 6, 2015|df=mdy-all}}</ref> The Escalade-V variant uses a {{cvt|2.7|L|cuin|1}} Eaton TVS supercharger. This engine is also used by [[Scuderia Cameron Glickenhaus]] for their [[SCG 004]]S.<ref>{{cite magazine|url=https://www.roadandtrack.com/new-cars/a13795442/2019-scg-004s-photos-info/|title=2019 SCG 004S: This Is Glickenhaus's Volume Road/Race Car|magazine=[[Road & Track]]|___location=Online|date=November 17, 2017|first=Máté|last=Petrány|access-date=July 18, 2022}}</ref> The limited production [[IsoRivolta GTZ]], which is based on the C7 Z06, also uses the LT4 engine.
Applications:
Line 1,097 ⟶ 1,154:
===== L83 =====
Dubbed EcoTec3, the {{cvt|
Applications:
Line 1,151 ⟶ 1,208:
|}
{{Anchor|L82|L84}}
===== L82/L84 =====
The L82 is one of two 5.3L V8s available in the fourth-generation Chevrolet Silverado and fifth-generation GMC Sierra. The L82 uses Active Fuel Management instead of the L84's Dynamic Fuel Management system and is only available on lower-trim trucks. The L84 is one of two 5.3L V8s available in the 4th generation Chevrolet Silverado and GMC Sierra. The L84 is distinguished from the L82 by the presence of the Dynamic Fuel Management System and is either available or standard on mid-to-high-level trims. The L84 is also the base engine on the 2021–present Chevrolet Tahoe, GMC Yukon, Chevrolet Suburban, and GMC Yukon XL.
Applications:
Line 1,163 ⟶ 1,220:
! scope="col" | Power
! scope="col" | Torque
|-
! colspan="4" | L82
|-
| 2019–2021
Line 1,168 ⟶ 1,227:
| {{cvt|355|hp|kW|0}} at 5600 rpm
| {{cvt|383|lbft|Nm|0}} at 4100 rpm
|
! colspan="4" | L84
|-
| 2019–present
Line 1,248 ⟶ 1,295:
==Generation VI==
General Motors announced in January 2023 that plans for a sixth generation of small-block were in place, with the company investing $854 million into its various manufacturing plants. The timeline for the release of the new generation is not yet
General Motors has announced that the sixth generation V8 small-block will be produced in Flint, MI and Tonawanda, NY<ref>{{Cite web |date=June 5, 2023 |title=GM To invest more than $1 billion in Flint plants |url=https://news.gm.com/home.detail.html/Pages/news/us/en/2023/jun/0605-flint.html}}</ref><ref>{{Cite web |date=May 27, 2025 |title=GM to invest $888 million in Tonawanda Propulsion plant |url=https://news.gm.com/home.detail.html/Pages/news/us/en/2025/may/0528-GM-invest-888-million-Tonawanda-Propulsion-plant.html}}</ref>
== Engine table ==
The eighth character in the VIN or the RPO code from the glove box sticker can be used to identify which type of LS engine a vehicle has. If you are looking at donor vehicles, be aware that the 8th character is usually not the same between different platforms (i.e., car vs truck vs suv, Camaro vs Silverado vs Escalade).
<!-- Anchor from redirected [Chevrolet small-block engine table] article; caution. -->
{| class="wikitable sortable"
|-
! Years
! RPO
! Power
! Torque
! Displacement
! Bore
! Stroke
! Compression ratio
! Notes
|-
! colspan="9" | Generation III
|-
| 1997–2005
| LS1
| {{convert|295|–|382|hp|kW|0|abbr=on}}
| {{convert|323|-|376|lbft|N.m|abbr=on}}
| {{convert|346|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.898|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 10.25:1
| Aluminum
|-
| 1999–2007
| LR4
| {{convert|255|–|285|hp|kW|0|abbr=on}}
| {{convert|285|–|295|lbft|N.m|abbr=on}}
| {{convert|293|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.268|in|mm|1|abbr=on}}
| 9.45:1
| Iron/Alum. heads
|-
| 1999–2007
| LM7
| {{convert|270|–|295|hp|kW|0|abbr=on}}
| {{convert|315|–|335|lbft|N.m|abbr=on}}
| {{convert|325|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 9.49:1
| Iron/Alum. heads
|-
| 1999–2008
| LQ4
| {{convert|300|–|335|hp|kW|0|abbr=on}}
| {{convert|355|–|375|lbft|N.m|abbr=on}}
| {{convert|364|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.000|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 9.40:1
| Iron/Iron-Alum. heads, 1999–2000 engines have iron heads
|-
| 2001–2005
| LS6
| {{convert|385|–|405|hp|kW|0|abbr=on}}
| {{convert|385|–|400|lbft|N.m|abbr=on}}
| {{convert|346|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.898|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 10.50:1
| Aluminum
|-
| 2002–2007
| L59
| {{convert|285|–|295|hp|kW|0|abbr=on}}
| {{convert|320|–|335|lbft|N.m|abbr=on}}
| {{convert|325|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 9.50:1
| Iron/Alum. heads, E85-capable
|-
| 2002–2007
| LQ9
| {{convert|345|hp|kW|0|abbr=on}}
| {{convert|380|lbft|N.m|abbr=on}}
| {{convert|364|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.000|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 10.00:1
| Iron/Alum. heads
|-
| 2003–2005
| LM4
| {{convert|290|hp|kW|0|abbr=on}}
| {{convert|325|lbft|N.m|abbr=on}}
| {{convert|325|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 9.50:1
| Aluminum
|-
| 2005–2007
| L33
| {{convert|310|hp|kW|0|abbr=on}}
| {{convert|335|lbft|N.m|abbr=on}}
| {{convert|325|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 10.00:1
| Aluminum, only available on 4WD extended-cab standard-bed trucks
|-
! colspan="9" | Generation IV
|-
| 2005–2009
| LS2
| {{convert|390|–|400|hp|kW|0|abbr=on}}
| {{convert|400|lbft|N.m|abbr=on}}
| {{convert|364|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.000|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 10.90:1
| Aluminum
|-
| 2005–2009
| LH6
| {{convert|300|–|315|hp|kW|0|abbr=on}}
| {{convert|330|–|338|lbft|N.m|abbr=on}}
| {{convert|325|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 9.95:1
| Aluminum, AFM, VVT*
|-
| 2005–2009
| LS4
| {{convert|300|-|303|hp|kW|0|abbr=on}}
| {{convert|323|lbft|N.m|abbr=on}}
| {{convert|325|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 10.00:1
| Aluminum, AFM, FWD
|-
| 2006–2010
| L76
| {{convert|348|–|367|hp|kW|0|abbr=on}}
| {{convert|376|–|385|lbft|N.m|abbr=on}}
| {{convert|364|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.000|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 10.40:1
| Aluminum, AFM, VVT (truck applications only)
|-
| 2006–2010
| L98
| {{convert|362|hp|kW|0|abbr=on}}
| {{convert|391|lbft|N.m|abbr=on}}
| {{convert|364|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.000|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 10.40:1
| Aluminum, L76 with AFM hardware removed
|-
| 2006–2015
| LS7
| {{convert|503|-|536|hp|kW|0|abbr=on}}
| {{convert|443|-|472|lbft|N.m|abbr=on}}
| {{convert|427|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.125|in|mm|1|abbr=on}}
| {{convert|4.000|in|mm|1|abbr=on}}
| 11.00:1
| Aluminum, Ti connecting rods, dry sump
|-
| 2007–2008
| L92
| {{convert|403|hp|kW|0|abbr=on}}
| {{convert|415|-|417|lbft|N.m|abbr=on}}
| {{convert|376|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.065|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 10.50:1
| Aluminum, VVT
|-
| 2007–2009
| LY2
| {{convert|260|–|295|hp|kW|0|abbr=on}}
| {{convert|295|–|305|lbft|N.m|0|abbr=on}}
| {{convert|293|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.268|in|mm|1|abbr=on}}
| 9.08:1
| Iron/Alum. heads
|-
| 2007–2009
| LY5
| {{convert|315|–|320|hp|kW|0|abbr=on}}
| {{convert|335|–|340|lbft|N.m|abbr=on}}
| {{convert|325|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 9.95:1
| Iron/Alum. heads, AFM, VVT*
|-
| 2007–2013
| LY6
| {{convert|361|hp|kW|0|abbr=on}}
| {{convert|385|lbft|N.m|abbr=on}}
| {{convert|364|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.000|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 9.60:1
| Iron/Alum. heads, VVT
|-
| 2007–2014
| LC9
| {{convert|315|–|320|hp|kW|0|abbr=on}}
| {{convert|335|lbft|N.m|abbr=on}}
| {{convert|325|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 9.60:1 or 9.95:1
| Aluminum, AFM, VVT*, E85-capable
|-
| 2007–2014
| LMG
| {{convert|315|–|320|hp|kW|0|abbr=on}}
| {{convert|335|–|340|lbft|N.m|abbr=on}}
| {{convert|325|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 9.60:1
| Iron/Alum. heads, AFM, VVT*, E85-capable
|-
| 2008–2009
| LH8
| {{convert|300|hp|kW|0|abbr=on}}
| {{convert|320|lbft|N.m|abbr=on}}
| {{convert|325|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 9.90:1
| Aluminum
|-
| 2008–2009
| LFA
| {{convert|332|hp|kW|0|abbr=on}}
| {{convert|367|lbft|N.m|abbr=on}}
| {{convert|364|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.000|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 10.80:1
| Aluminum, AFM, Hybrid
|-
| 2008–2014
| LMF
| {{convert|315|–|320|hp|kW|0|abbr=on}}
| {{convert|335|–|340|lbft|N.m|abbr=on}}
| {{convert|325|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 9.60:1
| Iron/Alum. heads, VVT*
|-
| 2008–2017
| LS3
| {{convert|425|–|436|hp|kW|0|abbr=on}}
| {{convert|424|–|428|lbft|N.m|abbr=on}}
| {{convert|376|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.065|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 10.70:1
| Aluminum, sodium exhaust valves
|-
| 2009–2017
| LSA
| {{convert|556|–|580|hp|kW|0|abbr=on}}
| {{convert|551|–|556|lbft|N.m|abbr=on}}
| {{convert|376|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.065|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 9.00:1
| Aluminum, {{convert|1.9|L|cuin|0|abbr=on}} supercharger
|-
| 2009–2013
| L9H
| {{convert|403|hp|kW|0|abbr=on}}
| {{convert|417|lbft|N.m|abbr=on}}
| {{convert|376|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.065|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 10.50:1
| Aluminum, VVT, E85-capable*
|-
| 2009–2013, 2017
| LS9
| {{convert|638|hp|kW|0|abbr=on}}
| {{convert|604|lbft|N.m|abbr=on}}
| {{convert|376|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.065|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 9.10:1
| Aluminum, {{convert|2.3|L|cuin|0|abbr=on}} supercharger, Ti connecting rods, forged pistons, dry sump
|-
| 2010–2012
| LH9
| {{convert|300|hp|kW|0|abbr=on}}
| {{convert|320|lbft|N.m|abbr=on}}
| {{convert|325|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 9.70:1 or 9.90:1
| Aluminum, VVT, E85-capable
|-
| 2010–2013
| LZ1
| {{convert|332|hp|kW|0|abbr=on}}
| {{convert|367|lbft|N.m|abbr=on}}
| {{convert|364|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.000|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 10.80:1
| Aluminum, AFM, VVT, Hybrid
|-
| 2010–2013
| L94
| {{convert|403|hp|kW|0|abbr=on}}
| {{convert|417|lbft|N.m|abbr=on}}
| {{convert|376|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.065|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 10.40:1
| Aluminum, AFM, VVT, E85-capable
|-
| 2010–2015
| L99
| {{convert|400|hp|kW|0|abbr=on}}
| {{convert|410|lbft|N.m|abbr=on}}
| {{convert|376|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.065|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 10.40:1
| Aluminum, AFM, VVT, E85-capable
|-
| 2010–2017
| L20
| {{convert|260|–|302|hp|kW|0|abbr=on}}
| {{convert|295|–|305|lbft|N.m|abbr=on}}
| {{convert|293|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.268|in|mm|1|abbr=on}}
| 8.80:1
| Iron/Alum. heads, VVT, E85-capable
|-
| 2010–2017
| L77
| {{convert|349|-|362|hp|kW|0|abbr=on}}
| {{convert|381|-|391|lbft|N.m|abbr=on}}
| {{convert|364|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.000|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 10.40:1
| Aluminum, AFM, E85-capable
|-
| 2010–2020
| L96
| {{convert|361|hp|kW|0|abbr=on}}
| {{convert|385|lbft|N.m|abbr=on}}
| {{convert|364|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.000|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 9.70:1
| Iron/Alum. heads, VVT, E85-capable
|-
| 2010–2020
| LC8
| {{convert|342|hp|kW|0|abbr=on}}
| {{convert|373|lbft|N.m|abbr=on}}
| {{convert|364|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.000|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 9.70:1
| Iron/Alum. heads, VVT, CNG- & LPG-capable
|-
! colspan="9" | Generation V
|-
| 2014–2024
| LT1
| {{convert|455|–|460|hp|kW|0|abbr=on}}
| {{convert|455|–|465|lbft|N.m|abbr=on}}
| {{convert|376|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.065|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 11.50:1
| Aluminum, VVT, AFM, DI, dry sump (Corvette)
|-
| 2014–2020
| L83
| {{convert|355|–|376|hp|kW|0|abbr=on}}
| {{convert|383|–|416|lbft|N.m|abbr=on}}
| {{convert|325|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 11.00:1
| Aluminum, VVT, AFM, DI, E85-capable
|-
| 2014–2018
| L86
| {{convert|420|hp|kW|0|abbr=on}}
| {{convert|460|lbft|N.m|abbr=on}}
| {{convert|376|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.065|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 11.50:1
| Aluminum, VVT, AFM, DI
|-
| 2015–present
| LT4
| {{convert|640|–|682|hp|kW|0|abbr=on}}
| {{convert|630|–|659|lbft|N.m|abbr=on}}
| {{convert|376|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.065|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 10.00:1
| Aluminum, {{convert|1.7|L|cuin|0|abbr=on}} supercharger, VVT, AFM, DI, dry sump (Corvette)
|-
| 2016–2018
| L8B
| {{convert|355|hp|kW|0|abbr=on}}
| {{convert|383|lbft|N.m|abbr=on}}
| {{convert|325|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 11.00:1
| Aluminum, VVT, AFM, DI, E85-capable
|-
| 2019
| LT5
| {{convert|755|hp|kW|0|abbr=on}}
| {{convert|715|lbft|N.m|abbr=on}}
| {{convert|376|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.065|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 10.00:1
| Aluminum, {{convert|2.6|L|cuin|0|abbr=on}} supercharger, VVT, hybrid port/direct injection, dry sump
|-
| 2019–2021
| L82
| {{convert|355|hp|kW|0|abbr=on}}
| {{convert|383|lbft|N.m|abbr=on}}
| {{convert|325|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 11.00:1
| Aluminum, VVT, AFM, DI, E85-capable
|-
| 2019–present
| L84
| {{convert|355|hp|kW|0|abbr=on}}
| {{convert|383|lbft|N.m|abbr=on}}
| {{convert|325|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.780|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 11.00:1
| Aluminum, VVT, AFM, DI, E85-capable
|-
| 2020–present
| LT2
| {{convert|490|–|495|hp|kW|0|abbr=on}}
| {{convert|465|–|470|lbft|N.m|abbr=on}}
| {{convert|376|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.065|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 11.50:1
| Aluminum, VVT, AFM, DI, dry sump
|-
| 2019–present
| L87
| {{convert|420|hp|kW|0|abbr=on}}
| {{convert|460|lbft|N.m|abbr=on}}
| {{convert|376|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.065|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 11.50:1
| Aluminum, VVT, AFM, DI
|-
| 2020–present
| L8T
| {{convert|401|hp|kW|0|abbr=on}}
| {{convert|464|lbft|N.m|abbr=on}}
| {{convert|401|cuin|L|1|abbr=on|disp=flip}}
| {{convert|4.065|in|mm|1|abbr=on}}
| {{convert|3.860|in|mm|1|abbr=on}}
| 10.80:1
| Iron/Alum. heads, VVT, DI
|-
| 2014–2021
| LV3 '''''V6'''''
| {{convert|285|–|297|hp|kW|0|abbr=on}}
| {{convert|305|–|330|lbft|N.m|abbr=on}}
| {{convert|260|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.921|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 11.00:1
| Aluminum, VVT, AFM, DI, E85-capable
|-
| 2018–present
| LV1 '''''V6'''''
| {{convert|265|hp|kW|0|abbr=on}}
| {{convert|295|lbft|N.m|abbr=on}}
| {{convert|260|cuin|L|1|abbr=on|disp=flip}}
| {{convert|3.921|in|mm|1|abbr=on}}
| {{convert|3.622|in|mm|1|abbr=on}}
| 11.00:1
| Aluminum, VVT, DI, E85-capable
|-
! colspan="9" | Aftermarket / OEM
|-
|
| LSX376
| {{cvt|473|hp|kW|0}}
| {{cvt|444|lbft|Nm|0}}
| {{cvt|376|cuin|L|1|order=flip}}
| {{cvt|4.065|in|mm|1}}
| {{cvt|3.622|in|mm|1}}
| 9.00:1
| Iron/Alum. heads
|-
|
| LSX454
| {{cvt|505|hp|kW|0}}
| {{cvt|515|lbft|Nm|0}}
| {{cvt|454|cuin|L|1|order=flip}}
| {{cvt|4.185|in|mm|1}}
| {{cvt|4.125|in|mm|1}}
| 10.00:1
| Iron/Alum. heads
|-
|
| LSX454
| {{cvt|627|hp|kW|0}}
| {{cvt|586|lbft|Nm|0}}
| {{cvt|454|cuin|L|1|order=flip}}
| {{cvt|4.185|in|mm|1}}
| {{cvt|4.125|in|mm|1}}
| 11.00:1
| Iron/Alum. heads
|-
|
| LSX454R
| {{cvt|776|hp|kW|0}}
| {{cvt|680|lbft|Nm|0}}
| {{cvt|454|cuin|L|1|order=flip}}
| {{cvt|4.185|in|mm|1}}
| {{cvt|4.125|in|mm|1}}
| 13.10:1
| Iron/Alum. heads<ref>[http://www.gmperformanceparts.com/pdf/LSX454R.pdf ''LSX454R''] {{webarchive|url=https://web.archive.org/web/20120315231524/http://www.gmperformanceparts.com/pdf/LSX454R.pdf |date=March 15, 2012 }}; GM Performance Parts online</ref>
|-
| colspan="
|}
Line 1,356 ⟶ 1,862:
Another common problem with the 2001–2006 5.3L engines was cracking cylinder heads. This is commonly called the "Castech Head" failure. GM issued a [[Technical Service Bulletin]] on this failure to help service technicians identify the problem. The head casting number (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.<ref>{{cite web |url=http://ww2.justanswer.com/uploads/Bluegorilla/2008-12-05_142924_Coolant_loss_5.3.pdf |title=Castech Head Failure TSB |access-date=January 25, 2012 |url-status=live |archive-url=https://web.archive.org/web/20120327175657/http://ww2.justanswer.com/uploads/Bluegorilla/2008-12-05_142924_Coolant_loss_5.3.pdf |archive-date=March 27, 2012 |df=mdy-all }}</ref>
Yet another common problem with the 2005–2016 fourth generation V8 LS engines was a failure of the specialized lifters in engines equipped with the AFM system. While in AFM operation, the lifters would sometimes fail to come out of AFM mode and cause the engine to go into 'limp home' mode. In this mode damage could occur to the pistons, camshaft, or the lifters themselves. The resulting solution was a package of components that would replace the lifters, lifter guides, camshaft, Valve Lifter Oil Manifold (VLOM) plate. Cylinder heads were required to be removed from the engine in order to replace all the components. The engine computer also required reprogramming to permanently Disable AFM.<ref>{{cite web|url=https://help.summitracing.com/app/answers/detail/a_id/4901/~/ls-engine-tech-%E2%80%93-active-fuel-management-%28afm%29|title=LS Engine Tech - Active Fuel Management, Overview of the Chevy AFM System|website=help.summitracing.com|archive-url=https://web.archive.org/web/20231011042914/https://help.summitracing.com/app/answers/detail/a_id/4901/~/ls-engine-tech-%E2%80%93-active-fuel-management-(afm)|archive-date=11 October 2023|url-status=dead}}</ref><ref>{{cite web | url=https://www.youtube.com/watch?v=GcuC2FxozE8 | title=Why and How to Disable GM's Active Fuel Management (AFM)! | website=[[YouTube]] | date=April 28, 2021 | access-date=September 12, 2023 | archive-date=October 11, 2023 | archive-url=https://web.archive.org/web/20231011042913/https://www.youtube.com/watch?v=GcuC2FxozE8 | url-status=live }}</ref><ref>{{cite web | url=https://www.youtube.com/watch?v=DNxBaSDD5q8 | title=SDPC Tech Tips: DOD/AFM Delete 101 | website=[[YouTube]] | date=March 11, 2019 | access-date=September 12, 2023 | archive-date=October 11, 2023 | archive-url=https://web.archive.org/web/20231011042912/https://www.youtube.com/watch?v=DNxBaSDD5q8 | url-status=live }}</ref><ref>{{cite web | url=https://gmauthority.com/blog/2023/02/17-plaintiffs-sent-to-arbitration-in-gm-v8-engine-valve-lifter-lawsuit/ | title=17 Plaintiffs Sent to Arbitration in GM Valve Lifter Lawsuit | date=February 24, 2023 | access-date=September 12, 2023 | archive-date=December 17, 2023 | archive-url=https://web.archive.org/web/20231217193911/https://gmauthority.com/blog/2023/02/17-plaintiffs-sent-to-arbitration-in-gm-v8-engine-valve-lifter-lawsuit/ | url-status=live }}</ref><ref>{{cite web | url=https://www.autocornerd.com/chevy-afm-problem-years/ | title=Chevy AFM Problem Years (Is It Serious?) - Autocornerd | date=July 4, 2022 | access-date=September 12, 2023 | archive-date=July 17, 2024 | archive-url=https://web.archive.org/web/20240717090456/https://www.autocornerd.com/chevy-afm-problem-years/ | url-status=live }}</ref><ref>{{cite web|url=https://www.melling.com/wp-content/uploads/2018/03/Melling-tech-bulletin-on-GM-LS-Deactivation-Lifter-Issues-3.1.18-1.pdf|title=Technical Bulletin - GM LS AFM Deactivation Lifter Issues|publisher=Melling Engine parts|website=www.melling.com|archive-url=https://web.archive.org/web/20240622163902/https://www.melling.com/wp-content/uploads/2018/03/Melling-tech-bulletin-on-GM-LS-Deactivation-Lifter-Issues-3.1.18-1.pdf|archive-date=22 June 2024|url-status=dead}}</ref><ref>{{cite web | url=https://www.classaction.org/gm-lifter-problems-lawsuit | title=GM Lifter Problems Could Lead to Class Action Lawsuit | date=October 14, 2021 | access-date=September 12, 2023 | archive-date=June 23, 2024 | archive-url=https://web.archive.org/web/20240623080748/https://www.classaction.org/gm-lifter-problems-lawsuit | url-status=live }}</ref><ref>{{cite web | url=https://considertheconsumer.com/consumer-class-actions/general-motors-faulty-afm-lifters-class-action-lawsuit-selling-cars-that-result-in-the-valve-train-defect | title=General Motors Faulty AFM Lifters Class Action Lawsuit: Valve Train Defect | work=Consider The Consumer | date=January 4, 2022 |archive-url=https://web.archive.org/web/20220104102943/https://considertheconsumer.com/consumer-class-actions/general-motors-faulty-afm-lifters-class-action-lawsuit-selling-cars-that-result-in-the-valve-train-defect|archive-date=Jan 4, 2022|url-status=dead}}</ref><ref>{{cite web | url=https://law.justia.com/cases/federal/district-courts/michigan/miedce/2:2021cv12927/358783/35/ | title=Harrison et al v. General Motors, LLC, No. 2:2021cv12927 - Document 35 (E.D. Mich. 2022) | access-date=September 12, 2023 | archive-date=June 21, 2024 | archive-url=https://web.archive.org/web/20240621114837/https://law.justia.com/cases/federal/district-courts/michigan/miedce/2:2021cv12927/358783/35/ | url-status=live }}</ref>
==Build-your-own program==
Line 1,391 ⟶ 1,888:
A {{cvt|396|cid|L|1}} version engineered by [[Ilmor]] is used in [[NASCAR]] for the [[NASCAR Craftsman Truck Series|Craftsman Truck Series]] and the [[ARCA Racing Series]] as an option engine. Most teams in both series (known as "NT1" in the Truck Series and the "ARCA 396" in ARCA) have switched to the engine because of cost savings, as engines must last 1,500 miles and rebuilds are about one-thirds the cost of a new engine.<ref>{{cite web|url=https://www.enginelabs.com/news/ilmor-396-arca-engine-saves-money-lays-off-engine-builders/|title=Ilmor 396 ARCA Engine Saves Money, Lays Off Engine Builders|author=Mike Magda|date=December 25, 2014|access-date=February 23, 2022|work=enginelabs.com|archive-date=June 22, 2024|archive-url=https://web.archive.org/web/20240622165408/https://www.enginelabs.com/news/ilmor-396-arca-engine-saves-money-lays-off-engine-builders/|url-status=live}}</ref><ref>{{cite web|url=https://www.nascar.com/news-media/2020/02/08/ilmor-nt1-engine-powers-gander-rv-outdoors-truck-series/|work=Ilmor Engineering|via=NASCAR.com|date=February 8, 2020|access-date=February 23, 2022|title=Ilmor NT1 engine powers Gander RV & Outdoors Truck Series|archive-date=July 17, 2024|archive-url=https://web.archive.org/web/20240717213930/https://www.nascar.com/news-media/2020/02/08/ilmor-nt1-engine-powers-gander-rv-outdoors-truck-series/|url-status=live}}</ref>
{{Anchor|LSX376}}
;
Chevrolet Performance LSX376 crate engines are updated versions of LSX crate engine family designed to support up to {{cvt|1000|hp|0}}. All models use the Chevrolet Performance LSX Bowtie block.
Line 1,405 ⟶ 1,902:
; Noonan Race Engineering
Noonan Race Engineering developed two billet aluminum blocks based on the LS engine. Bore sizes are up to {{cvt|4.185
==See also==
Line 1,418 ⟶ 1,915:
{{Reflist|30em}}
{{commons
{{GM late engine timeline}}
| |||