General Motors LS-based small-block engine: Difference between revisions

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Latest revision as of 06:56, 27 August 2025

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{{Short description|Family of V8 and V6 engines}}

The '''LS''' is '''Generation III''' and '''Generation IV''', the latest evolution of [[General Motors Corporation|General Motors]]' line of [[GM Small-Block engine|small-block]] [[V8]] engines. The LS series was a clean sheet design, drawing on the heritage of the classic small-block, but is all-[[aluminum]] and has 6-bolt main [[bearing]] caps. The LS engine has been the sole powerplant of the C5 and C6 [[Chevrolet Corvette]], and has also been used in the [[Pontiac GTO]], the [[Cadillac CTS]] V-series, the [[Holden Commodore]] and Monaro since 1999 and the 1998-2002 [[Camaro]] and [[Trans Am]] models.

{{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

| image = 1998ChevroletCamaroZ28-engine.jpg

| caption = An LS1 engine in a 1998 [[Chevrolet Camaro]]

| manufacturer = [[General Motors]]

| designer = Tom Stephens<ref name=":3"/><br> Ed Koerner<ref name=":3"/>

| production = 1997–present

| configuration = 90° [[V8 engine|V8]], 90° [[V6 engine|V6]]

| predecessor = [[Chevrolet small-block engine (first and second generation)]]

| successor = [[Chevrolet Gemini small-block engine]]

| bore = {{cvt|3.78-4.185|in|mm|1|lk=on}}

| stroke = {{cvt|3.3-4.125|in|mm|1|lk=on}}

| block = [[Aluminum]]<br /> [[Cast iron]]

| head = [[Aluminum]]<br /> [[Cast iron]]

| displacement = {{cvt|293-511|cuin|L|1|lk=on}}

| valvetrain = {{ubl|16-valve, [[Overhead valve engine|OHV]] (2 valves per cyl.)}}

| power = {{cvt|255-755|hp|kW|0|lk=on}}

| torque = {{cvt|285-715|lbft|Nm|0|lk=on}}

| fuelsystem = [[Fuel injection]], [[carburetor]]s{{refn|group=N|name=LS364|The LS364 was a carbureted crate engine offered only for the aftermarket.<ref name=oac1/>}}

| oilsystem = [[Wet sump]], [[Dry sump]]

| coolingsystem = [[Water cooling (engines)|Water-cooled]]

| fueltype = [[Gasoline]], [[E85]]

| compression = 9.08:1–13.1:1

| weight = {{cvt|402-464|lb}}<ref>{{cite web|work=pro-touring.com|url=https://www.pro-touring.com/threads/56068-How-much-does-it-weigh|title=How much does it weigh?|date=April 20, 2009|access-date=March 30, 2022|archive-date=September 24, 2024|archive-url=https://web.archive.org/web/20240924064328/https://www.pro-touring.com/threads/56068-How-much-does-it-weigh|url-status=live}}</ref><ref>{{cite web|url=https://help.summitracing.com/app/answers/detail/a_id/4812/~/intro-to-the-ls1-and-ls6|title=Intro to the LS1 and LS6|work=[[Summit Racing Equipment]]|date=June 6, 2017|access-date=March 30, 2022|archive-date=June 13, 2022|archive-url=https://web.archive.org/web/20220613111616/https://help.summitracing.com/app/answers/detail/a_id/4812/~/intro-to-the-ls1-and-ls6|url-status=live}}</ref>

}}

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>

==Generation III==

The '''Generation III''' small-blocks replaced the LT family in [[1997]]. These shared the same rough [[engine displacement|displacement]] and [[bore]] spacing (4.4") as their [[cast iron]] predecessors but almost everything else was changed. The bore was reduced to 3.9&nbsp;in and the [[stroke]] longer at 3.62&nbsp;in for greater low end torque, since the heads and intake would be designed around higher rpm applications this time around {{fact}}. Engines were cast from aluminum (for cars) instead of iron and had a new intake and injection technology and [[Distributor#Direct ignition|coil-on-plug]] ignition. The traditional five-bolt pentagonal cylinder head pattern was replaced with a square four-bolt design, and the pistons are flat instead of [[dome]]d. The cylinder [[firing order]] was changed to 1-8-7-2-6-5-4-3.

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>

===LS1===

[[Image:98-camaro-engine.jpg|right|thumb|250px|GM LS1 engine from the [[Chevrolet Camaro]]]]

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 and ZR1 variants of the [[Chevrolet Corvette (C8)|eighth generation Corvette]], which are powered by the unrelated [[Chevrolet Gemini small-block engine]]).<ref>{{Cite web |last=Sherman |first=Don |date=2022-02-21 |title=LT6 Breakdown: The Z06's 670-hp V-8 is a landmark achievement |url=https://www.hagerty.com/media/maintenance-and-tech/lt6-breakdown-the-z06s-670-hp-v-8-is-a-landmark-achievement/ |access-date=2023-03-19 |website=Hagerty Media |language=en-US |archive-date=March 21, 2023 |archive-url=https://web.archive.org/web/20230321051914/https://www.hagerty.com/media/maintenance-and-tech/lt6-breakdown-the-z06s-670-hp-v-8-is-a-landmark-achievement/ |url-status=live }}</ref> Various other General Motors automobiles have been powered by LS- and LT-based engines, including sports cars such as the [[Chevrolet Camaro]]/[[Pontiac Firebird]] and [[Holden Commodore]], trucks such as the [[Chevrolet Silverado]], and SUVs such as the [[Cadillac Escalade]].<ref name=":3">{{Cite web|url=https://www.hemmings.com/stories/2021/01/19/gm-built-a-blue-million-ls-series-v-8s-heres-your-guide-to-keeping-them-all-straight|title=The definitive Hemmings guide to the GM/Chevy LS-series V-8s|first=Daniel|last=Strohl|access-date=2023-03-19|work=[[Hemmings Motor News]]|date=January 19, 2021|archive-date=March 8, 2023|archive-url=https://web.archive.org/web/20230308150949/https://www.hemmings.com/stories/2021/01/19/gm-built-a-blue-million-ls-series-v-8s-heres-your-guide-to-keeping-them-all-straight|url-status=live}}</ref>

The '''LS1''' shares little other than similar displacement, external dimensions, and rod bearings, with the earlier small-block V8 engines. It is an all-aluminum 5.7&nbsp;L (346&nbsp;in³) [[pushrod]] engine and was rated between 288 - 381&nbsp;hp (212 to 285&nbsp;kW) and 325-380&nbsp;ft·lbf (439- 510&nbsp;N·m) of [[torque]], depending on the application. However, regardless of application, the LS1s used in vehicles would usually produce an actual 345hp (257kW) measured at the flywheel. Beginning in 2001, the LS1 received the higher-flowing intake, from the LS6, and a smaller [[camshaft]] to keep power at the same level; this also allowed GM to remove the [[exhaust gas recirculation]] (EGR) system. The block is very similar to that of the higher-output LS6; beginning in 2002, some LS1 engines were actually built using the LS6 block instead. The LS1 was on the [[Ward's 10 Best Engines]] list for 1998.

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}}}}</ref><ref name=":1">{{Cite news |last=Furchgott |first=Roy |date=2020-09-10 |title=Chevy's Little Engine That Could |language=en-US |work=The New York Times |url=https://www.nytimes.com/2020/09/10/business/chevy-engine-corvette-sbc.html |access-date=2023-03-22 |issn=0362-4331 |archive-date=March 22, 2023 |archive-url=https://web.archive.org/web/20230322084347/https://www.nytimes.com/2020/09/10/business/chevy-engine-corvette-sbc.html |url-status=live }}</ref>

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" />

General Motors would produce more powerful and larger [[Engine displacement|displacement]] iterations of the small-block, until stringent [[emission regulation]]s in the late 1960s severely limited performance. The [[Malaise era]] (roughly 1973 to 1983), as it was known, saw some of the lowest horsepower figures in several muscle and or pony car engines. This included the Corvette whose power output dropped below {{Cvt|200|hp|kW PS|sigfig=3}} despite a displacement of {{Cvt|350|cuin|cc|sigfig=4}}.<ref>{{Cite web|url=https://www.hemmings.com/stories/2021/05/18/even-the-malaise-era-chevy-corvette-is-still-fun-to-drive-and-value-priced|access-date=2023-03-22|work=[[Hemmings Motor News]]|title=Even the malaise-era Chevy Corvette is still fun to drive, and value-priced|first=David|last=Conwill|date=May 18, 2021|archive-date=March 23, 2023|archive-url=https://web.archive.org/web/20230323012454/https://www.hemmings.com/stories/2021/05/18/even-the-malaise-era-chevy-corvette-is-still-fun-to-drive-and-value-priced|url-status=live}}</ref>

1992 saw the [[Chevrolet small-block engine (first- and second-generation)#Generation II|second generation of Chevrolet small-block]] hit the market in that year's [[Chevrolet Corvette (C4)|Chevrolet Corvette]] in the form of the LT1 small-block. It featured a new [[ignition system]], reverse-flow cooling (cooling the cylinder heads first), and new engine block, but the valvetrain and engine mounts were carried over in order to maintain a degree of compatibility with the previous generation. Other modifications such as a better flowing [[intake manifold]] and [[cylinder head]]s gave the LT1 a power output of {{cvt|300|hp|kW PS|sigfig=3}}.<ref name=":2">{{Cite magazine |date=January 1, 2008 |title=Build Some Power With a '92-'96 Gen II LT1|url=https://www.motortrend.com/how-to/ccrp-0801-gen-ii-chevy-small-block-engine/ |access-date=2023-03-23 |magazine=[[MotorTrend]] |language=en}}</ref><ref name=leg/> The second generation culminated in the LT4 small-block, which gained a minor power increase of {{cvt|30|hp|kW PS|sigfig=2}}. Other changes included a lighter valvetrain and strengthened [[crankshaft]].<ref name=":2" />

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 focused on project management issues.<ref>{{Cite web |date=2009-05-04 |title=Chevy Gen III V-8 Secrets - A Look Inside The LS1 And LS6 Engines - Hot Rod Magazine |url=https://www.motortrend.com/how-to/hrdp-0408-chevy-ls1-ls6-engines/ |access-date=2023-03-23 |website=MotorTrend |language=en |archive-date=March 23, 2023 |archive-url=https://web.archive.org/web/20230323213130/https://www.motortrend.com/how-to/hrdp-0408-chevy-ls1-ls6-engines/ |url-status=live }}</ref><ref>{{Cite web |date=2014-06-30 |title=1997-2004 LS1 Engine - GM's All-New, All-Aluminum Mouse Motor |url=https://www.motortrend.com/features/1408-1997-2004-ls1-engine-motor-illustrated/ |access-date=2023-03-23 |website=MotorTrend |language=en |archive-date=March 23, 2023 |archive-url=https://web.archive.org/web/20230323213139/https://www.motortrend.com/features/1408-1997-2004-ls1-engine-motor-illustrated/ |url-status=live }}</ref>

== 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 a block-mounted [[camshaft]] to activate the valves. The advantages of an engine configuration like this (as opposed to an [[overhead camshaft engine]]) is that since the camshaft is located within the engine valley, a pushrod engine will be shorter in height compared an overhead camshaft engine.<ref>{{Cite web |last=Silvestro |first=Brian |date=2018-04-25 |title=Why Pushrod Engines Have a Low Redline |url=https://www.roadandtrack.com/car-culture/car-design/a20062169/why-pushrod-engines-cant-rev-high/ |access-date=2023-03-21 |website=Road & Track |language=en-US |archive-date=July 27, 2023 |archive-url=https://web.archive.org/web/20230727171228/https://www.roadandtrack.com/car-culture/car-design/a20062169/why-pushrod-engines-cant-rev-high/ |url-status=live }}</ref> Another advantage is that there are fewer mechanical components such as [[timing chain]]s and extra camshafts, which increases reliability by keeping the engine simple.<ref name=":5">{{Cite web |last=Webster |first=Larry |date=2004-05-01 |title=The Pushrod Engine Finally Gets its Due |url=https://www.caranddriver.com/features/a15132711/the-pushrod-engine-finally-gets-its-due/ |access-date=2023-03-21 |website=Car and Driver |language=en-us |archive-date=April 2, 2023 |archive-url=https://web.archive.org/web/20230402020945/https://www.caranddriver.com/features/a15132711/the-pushrod-engine-finally-gets-its-due/ |url-status=live }}</ref>

[[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>

{{Anchor|Generation III}}

==Generation III (1997–2007)==

{{Infobox automobile engine

| name = Generation III

| image = Chevrolet Corvette C5 LS1 engine.jpg

| caption = An LS1 engine in a [[Chevrolet Corvette C5]]

| manufacturer = [[General Motors]]

| aka = Vortec

| production = 1997–2007

| predecessor = {{ubl | [[Chevrolet small-block engine|Generation I]]|[[Chevrolet small-block engine#Generation II GM small-block (1992–1997)|Generation II]]}}

| successor = [[General Motors small-block engine#Generation IV|Generation IV]]

| configuration = 90° [[V8 engine|V8]]

| displacement = {{ubl | {{cvt|4806|cc|cuin}}|{{cvt|5327|cc|cuin}}|{{cvt|5665|cc|cuin}}|{{cvt|5967|cc|cuin}}}}

| bore = {{ubl | {{cvt|96|mm|in|2}}|{{cvt|99|mm|in}}|{{cvt|101.6|mm|in}}}}

| stroke = {{ubl | {{cvt|83|mm|in|2}}|{{cvt|92|mm|in|2}}}}

| block = {{ubl | [[Aluminum]]|[[Cast iron]]}}

| head = {{ubl | [[Aluminum]]|[[Cast iron]] (1999–2000 LQ4 only)}}

| valvetrain = [[Overhead valve engine|OHV]] 2 valves per cylinder

| fuelsystem = [[Sequential multi-port fuel injection]]

| management =

| fueltype = [[Gasoline]]<br />[[E85]]

| oilsystem = [[Wet sump]]

| coolingsystem = [[Water cooling (engines)|Water-cooled]]

| power =

| specpower =

| torque =

| length =

| width =

| height =

| weight = {{cvt|500-580|lb|kg}}<ref>{{cite web|url=https://www.s10forum.com/threads/ls-engine-weights.863446/|title=LS Engine WEIGHTS|work=s10forum.com|author=Life is a [sic] Enigma|date=August 24, 2021|access-date=March 31, 2022|archive-date=July 27, 2023|archive-url=https://web.archive.org/web/20230727165706/https://www.s10forum.com/threads/ls-engine-weights.863446/|url-status=live}}</ref>

}}

The '''Generation III''' small-block V8 is a "clean sheet" General Motors design produced from 1997 to 2007, which replaced the Chevrolet [[Chevrolet small-block engine|Generation I]] and [[Chevrolet small-block engine#Generation II GM small-block (1992–1997)|Generation II]] engine families derived from the longstanding Chevrolet small block V8 produced between 1954 and 2003.

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 aluminum for car applications, and iron for most truck applications (notable exceptions include the [[Chevrolet TrailBlazer|Chevrolet TrailBlazer SS]], [[Chevrolet SSR]], and a limited run of Chevrolet Silverado/GMC Sierra extended-cab standard-box 4WD trucks).

The architecture of the LS series makes for an extremely strong engine block with the aluminum engines being nearly as strong as the iron generation I and II engines. The LS engine also used [[Direct-ignition engine|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 1964–1990 [[Oldsmobile V8 engine|Oldsmobile V8]]), 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<ref>{{Cite web |last=Worner |first=Randy |date=December 21, 2022 |title=LS Firing Order and Cylinder Numbers |url=https://chevygeek.com/ls-firing-order/ |access-date=April 25, 2023 |website=Chevy Geek |archive-date=September 24, 2024 |archive-url=https://web.archive.org/web/20240924065356/https://chevygeek.com/ls-firing-order/ |url-status=live }}</ref> so that the LS series now corresponds to the firing pattern of other modern V8 engines (for example the [[Ford Modular engine|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 [[Chevrolet big-block engine|big-blocks]].

====5.7L====

<!-- This section is linked from [[Chevrolet Camaro]] -->

The Generation III 5.7L (LS1 and LS6) engines share little other than similar displacement, external dimensions, and rod bearings, with its predecessor (LT1). It is an all-aluminum {{cvt|5665|cc|L cuin|1}} pushrod engine with a bore and stroke of {{cvt|99x92|mm|in|3}}.<ref>{{cite web |url=http://www.smokemup.com/tech/ls1.php |title=LS1 Info and Specifications |publisher=Smokemup.com |access-date=January 25, 2012 |url-status=live |archive-url=https://web.archive.org/web/20120211191222/http://www.smokemup.com/tech/ls1.php |archive-date=February 11, 2012 |df=mdy-all }}</ref>

{{Anchor|LS1}}

=====LS1=====

When introduced in the 1997 Corvette, the LS1 was rated at {{cvt|345|hp|0}} at 5,600&nbsp;rpm and {{cvt|350|lbft|0}} at 4,400&nbsp;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&nbsp;hp/376&nbsp;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:

{| class="wikitable"

* 1997-2004 C5 [[Chevrolet Corvette|Corvette]] base model

! scope="col" | Year(s)

* 1998-2002 [[Chevrolet Camaro]] Z28, SS

! scope="col" | Model

* 1998-2002 [[Pontiac Firebird]] Formula and Trans-Am

! scope="col" | Power

* 2004 [[Pontiac GTO]]

! scope="col" | Torque

* 1999-2005 [[Holden Commodore]] as an option

|-

* 1999-2005 [[Holden Statesman|Holden Statesman/Caprice]]

| 1997–2004

* 2001-2005 [[Holden Monaro]]

| [[Chevrolet Corvette (C5)|Chevrolet Corvette C5]]

| {{cvt|345-350|hp|kW|0}} at 5600&nbsp;rpm

| {{cvt|350-375|lbft|Nm|0}} at 4400&nbsp;rpm

|-

| 1998–2002

| [[Pontiac Firebird]] Formula, Trans Am

| {{cvt|305-345|hp|kW|0}} at 5600&nbsp;rpm

| {{cvt|335|lbft|Nm|0}} at 4400&nbsp;rpm

|-

| 1998–2002

| [[Chevrolet Camaro (fourth generation)|Chevrolet Camaro]] Z28

| {{cvt|305-310|hp|kW|0}} at 5200&nbsp;rpm

| {{cvt|335-340|lbft|Nm|0}} at 4400&nbsp;rpm

|-

|1998–2002

|[[Chevrolet Camaro (fourth generation)|Chevrolet Camaro]] SS

|{{Cvt|320-325|hp|kW|0}} at 5200&nbsp;rpm

|{{Cvt|345-350|lbft|Nm|0}} at 4400&nbsp;rpm

|-

|1999–2000

|[[Holden Commodore (VT)#Series II|Holden VT II Commodore]]

|{{Cvt|295|hp|kW|0}} at 5000&nbsp;rpm

|{{Cvt|329|lbft|Nm|0}} at 4400&nbsp;rpm

|-

|2000–2002

|[[Holden Commodore (VX)|Holden VX Commodore]]<br />[[Holden Ute#VU|Holden VU Ute]]

|{{Cvt|302|hp|kW|0}} at 5200&nbsp;rpm

|{{Cvt|340|lbft|Nm|0}} at 4400&nbsp;rpm

|-

|2000–2002

|[[Holden Commodore (VX)#HSV range|HSV VX/VU]]

|{{Cvt|342|hp|kW|0}} at 5600&nbsp;rpm

|{{Cvt|350|lbft|Nm|0}} at 4000&nbsp;rpm

|-

|2002–2004

|[[Holden Commodore (VY)|Holden VY Commodore]]

|{{Cvt|302-315|hp|kW|0}} at 5200&nbsp;rpm<br />{{Cvt|329|hp|kW|0}} at 5600&nbsp;rpm

|{{Cvt|350|lbft|Nm|0}} at 4400&nbsp;rpm<br />{{Cvt|343|lbft|Nm|0}} at 4000&nbsp;rpm

|-

|2002–2004

|[[Holden Commodore (VY)#HSV range (Y Series)|HSV Y Series]]

|{{Cvt|349|hp|kW|0}} at 5600&nbsp;rpm<br />{{Cvt|382|hp|kW|0}} at 5800&nbsp;rpm

|{{Cvt|350|lbft|Nm|0}} at 4000&nbsp;rpm<br />{{Cvt|376|hp|kW|0}} at 4800&nbsp;rpm

|-

|2004–2005

|[[Holden Commodore (VZ)|Holden VZ Commodore]]

|{{Cvt|315|hp|kW|0}} at 5600&nbsp;rpm<br />{{Cvt|335|hp|kW|0}} at 5600&nbsp;rpm

|{{Cvt|339|lbft|Nm|0}} at 4000&nbsp;rpm<br />{{Cvt|347|lbft|Nm|0}} at 4800&nbsp;rpm

|-

|2004

|[[Pontiac GTO]]

|{{Cvt|350|hp|kW|0}} at 5200&nbsp;rpm

|{{Cvt|365|lbft|Nm|0}} at 4000&nbsp;rpm

|-

|2001–2004

|[[HSV GTO]]

|{{Cvt|342-382|hp|kW|0}} at 5600&nbsp;rpm

|{{Cvt|350|lbft|Nm|0}} at 4400&nbsp;rpm<br />{{Cvt|376|lbft|Nm|0}} at 4800&nbsp;rpm

|-

|1999–2005

|[[Holden Caprice#WH|Holden WH Statesman]]

|{{Cvt|295|hp|kW|0}} at 5000&nbsp;rpm<br />{{Cvt|315-328|hp|kW|0}} at 5200&nbsp;rpm

|{{Cvt|323-343|lbft|Nm|0}} at 4400&nbsp;rpm<br />{{Cvt|339|lbft|Nm|0}} at 4000&nbsp;rpm

|-

|2001–2005

|[[Holden Monaro]]

|{{Cvt|302-328|hp|kW|0}} at 5200&nbsp;rpm<br />{{Cvt|349|hp|kW|0}} at 5600&nbsp;rpm

|{{Cvt|339-343|lbft|Nm|0}} at 4400&nbsp;rpm<br />{{Cvt|347|lbft|Nm|0}} at 4000&nbsp;rpm

|-

|2005–2005

|[[Holden Commodore (VZ)#HSV range|HSV Z series Avalanche]]

|{{Cvt|362|hp|kW|0}} at 5700&nbsp;rpm

|{{Cvt|350|lbft|Nm|0}} at 4000&nbsp;rpm

|}

[[File:Chevrolet Corvette C5 Z06 LS6 engine.jpg|thumb|250px|GM LS6 engine in a [[Chevrolet Corvette (C5)#Z06|Chevrolet Corvette Z06]]]]

{{Anchor|LS6}}

===LS6===

[[Image:Chevrolet Corvette C5 Z06 LS6 engine.jpg|right|thumb|250px|GM LS6 engine in a [[Chevrolet Corvette]] Z06]]

=====LS6=====

:''LS6 can also refer to a 454&nbsp;in³ [[Chevrolet Big-Block engine]] of the [[1970s]]''

{{distinguish|text=the 454&nbsp;CID [[Chevrolet big-block engine#454|LS-6]] V8 of the 1970s, or the GM [[Iron Duke engine]] from the late 1970s}}

The '''LS6''' is a higher-output version of [[Chevrolet]]GM's [[small-block]] LS1 engine. Itand isretains anthe all-aluminumsame 5.7&nbsp;L (346&nbsp;in³) [[pushrod]] enginecapacity. The initial [[2001]] LS6 produced {{cvt|385&nbsp;hp (287&nbsp;|bhp|kW)|0}} and {{cvt|385&nbsp;ft·lbf (522&nbsp;N·m)|lbft|0}}, but the engine was modified for [[2002]] through [[2004]] to produce {{cvt|405&nbsp;hp (302&nbsp;|bhp|kW)|0}} and {{cvt|400&nbsp;ft·lbf (542&nbsp;N·m)|lbft|0}} of torque. The LS6 was originally only used in the high-performance C5 [[Chevrolet Corvette|Corvette]] Z06 model, with the [[Cadillac CTS V-Series]] getting the 405&nbsp;hp{{cvt|400|bhp|kW|0}} engine later. The V-Series only retainedused the LS6 for two years andbefore was thenbeing replaced withby the LS2 in 2006. For 2006, the Z06 replaced the LS6 with the new 7[[General Motors LS7|LS7]].0L The LS6 shares its basic block architecture with the [[GM LSLS1 engine#LS7|LS7]], 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 capacity, a camshaft with higher lift and more duration, a higher compression ratio of 10.5:1, sodium-filled exhaust valves, and a revised oiling system better suited to high lateral acceleration.<ref>[http://www.idavette.net/hib/ls6/page3.htm Corvette LS6 - Ruthless Pursuit of Power<!-- Bot generated title -->] {{webarchive|url=https://web.archive.org/web/20071012042027/http://www.idavette.net/hib/ls6/page3.htm |date=October 12, 2007 }}</ref>

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 [[engine displacement|displacement]] of {{cvt|6.3|L|cuin|1}} and the addition of [[twin-turbo|two]] [[turbocharger]]s.<ref>{{cite magazine|magazine=[[Autocar (magazine)|Autocar]]|url=https://www.autocar.co.uk/car-review/ssc/ultimate-aero/first-drives/ssc-ultimate-aero-tt|access-date=May 26, 2023|author=Staff|date=July 23, 2007|title=SSC Ultimate Aero TT|archive-date=May 25, 2023|archive-url=https://web.archive.org/web/20230525121513/https://www.autocar.co.uk/car-review/ssc/ultimate-aero/first-drives/ssc-ultimate-aero-tt|url-status=live}}</ref>

The LS6 shares its basic block design with the [[GM LS1 engine]], but other changes were made such as windows cast into the block between cylinders. Improved intake, higher-lift cams, and higher compression boosts output, and a new oiling system is better suited to high lateral acceleration.

Applications:

The casting number, located on the top rear edge of the block, is 12561168

{| class="wikitable"

===Vortec engines===

! scope="col" | Year(s)

The [[GM Vortec engine|Vortec]] [[GM Vortec engine#4800|4800]], [[GM Vortec engine#5300|5300]], and [[GM Vortec engine#6000|6000]] are truck versions of the LS1 engine with different bore and stroke dimensions. The 4.8L and 6.0L versions are iron-block only, while the 5.3L has been built with both iron and aluminum blocks, depending on the application.

! scope="col" | Model

! scope="col" | Power

! scope="col" | Torque

|-

| 2001–2004

| [[Chevrolet Corvette (C5)#Z06|Chevrolet Corvette C5 Z06]]

| {{cvt|385-405|hp|kW|0}} at 6000&nbsp;rpm

| {{cvt|385-400|lbft|Nm|0}} at 4800&nbsp;rpm

|-

| 2004–2005

| [[Cadillac CTS V-Series]]

| {{cvt|400|hp|kW|0}} at 6000&nbsp;rpm

| {{cvt|395|lbft|Nm|0}} at 4800&nbsp;rpm

|-

| 2007–2008

| [[SSC Ultimate Aero TT]] (modified)

| {{cvt|1180|hp|kW|0}} at 6950&nbsp;rpm

| {{cvt|1106|lbft|Nm|0}} at 6150&nbsp;rpm

|}

===3.78 in. bore blocks (1999–2007)===

==Generation IV==

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

{{Cleanup-date|July 2006}}

Hot on the heels of the Generation III was '''Generation IV'''. These big-bore engines are some of the largest small-blocks yet, and will quickly replace the previous generation. Displacement ranges up to 7.0&nbsp;L and output to 505&nbsp;hp (373&nbsp;kW). Generation IV will later feature [[displacement on demand]], a technology that allows one bank of cylinders to be deactivated. It will also offer [[variable valve timing]]. A 3-[[poppet valve|valve]] per cylinder design was originally slated for the LS7, which would have been a first for a [[pushrod]] engine, but the design was shelved 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.

===={{anchor|4.8L|LR4|Vortec 4800}} 4.8L LR4====

===L76===

The Vortec 4800 LR4 (VIN code "V") is a [[GM LS engine|Generation III]] small block V8 truck engine. Displacement is {{cvt|4806|cc|L cuin|1}} with a bore and stroke of {{cvt|96x83|mm|in|2}}. It is the smallest of the Generation III Vortec truck engines. The LR4 engines in 1999 produced {{cvt|255|hp|kW|0}} while the 2000 and above models made {{cvt|270|-|285|hp|kW|0}} and all have a torque rating between {{cvt|285|-|295|lbft|Nm|0}}, depending on the model year and application. The 2005–2006 models made {{cvt|285|hp|kW|0}} and {{cvt|295|lbft|Nm|0}}. The LR4 was manufactured at [[St. Catharines, Ontario]], and [[Romulus, Michigan]]. It uses flat-top pistons.

:''See also the [[GM Vortec engine#L76|Vortec 6000 L76]]''

'''L76''' is [[Holden]]'s version of the 6.0&nbsp;L Generation IV engine. It lacks the displacement on demand technology found on some versions, but meets [[Euro III]] emissions requirements. Output is 348&nbsp;hp (260&nbsp;kW) at 5600&nbsp;rpm and 376&nbsp;ft·lbf (510&nbsp;N·m) at 4400&nbsp;rpm.

Applications:

===LS2===

[[Image:GM LS2 engine.jpg|right|thumb|250px|GM LS2 engine in a 2005 [[Chevrolet Corvette]]]]

{| class="wikitable"

The '''LS2''' is the new base engine in the Corvette. It produces 400&nbsp;hp (298&nbsp;kW) at 6000&nbsp;rpm and 400&nbsp;ft·lbf (542&nbsp;N·m) at 4400&nbsp;rpm from a new 6.0&nbsp;L (364.3 in³) V8 based on the old LS1. It is similar to the high-performance LS6, but with an improved power peak and more torque throughout the&nbsp;rpm range.

! scope="col" | Year(s)

! scope="col" | Model

! scope="col" | Power

! scope="col" | Torque

|-

| 2000–2006

| [[Chevrolet Tahoe]]/GMC Yukon

| {{cvt|270-285|hp|kW|0}} at 5200&nbsp;rpm

| {{cvt|285-295|lbft|Nm|0}} at 4000&nbsp;rpm

|-

| 1999–2007

| [[Chevrolet Silverado]]/GMC Sierra 1500

| {{cvt|255-285|hp|kW|0}} at 5200&nbsp;rpm

| {{cvt|285-295|lbft|Nm|0}} at 4000&nbsp;rpm

|-

| 2003–2007

| [[Chevrolet Express]]/GMC Savana 2500/3500

| {{cvt|275-285|hp|kW|0}} at 5200&nbsp;rpm

| {{cvt|290-295|lbft|Nm|0}} at 4000&nbsp;rpm

|}

===={{anchor|5.3 L|Vortec 5300}} 5.3 L====

The '''Vortec 5300''', or LM7/L59/LM4, is a V8 truck engine{{clarify span|text=.|reason=This section lacks years of production. This sentence should continue "...produced from xxxx to xxxx". A reliable citation is required.|date=December 2024}} It is a longer-stroked by {{cvt|9|mm|in}} version of the [[#4800|Vortec 4800]] and replaced the '''L31'''. L59 denoted a [[Flexible-fuel vehicle|flexible-fuel]] version of the standard-fuel LM7 engine. Displacement is {{cvt|5327|cc|L cuin|1}} from a bore and stroke of {{cvt|96x92|mm|in|2}}. Vortec 5300s were built in [[St. Catharines, Ontario]], and [[Romulus, Michigan]]. The aluminum block variants, the LM4 and the L33, share the same displacement, but instead use 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. The "garden variety" Generation III V8 has a cast-iron block and aluminum heads.

The 1999 LM7 engine produced {{cvt|270|hp|kW|0}} and {{cvt|315|lbft|Nm|0}} of torque.

The 2000–2003 engines produced {{cvt|285|hp|kW|0}} and {{cvt|325|lbft|Nm|0}} of torque.

The 2004–2007 engines produced {{cvt|295|hp|kW|0}} and {{cvt|335|lbft|Nm|0}} of torque.

The stock cam specifications at .050 lift are: 190/191 duration, .466/.457 lift, 114 LSA, 112/116 timing.

Applications:

{| class="wikitable"

* 2005-2006 [[Chevrolet Corvette]]

! scope="col" | Year(s)

* 2005-2006 [[Pontiac GTO]]

! scope="col" | Model

* 2005-2006 [[Chevrolet SSR]]

! scope="col" | Power

* 2006 [[Chevrolet TrailBlazer]] ''SS''

! scope="col" | Torque

* 2006 [[Cadillac CTS-V]]

|-

* 2004-2006 HSV GTO - [[Holden Special Vehicles]]

| 2002–2005

* 2004-2006 HSV Clubsport - [[Holden Special Vehicles]]

| [[Cadillac Escalade]] 2WD

* 2004-2006 HSV Grange - [[Holden Special Vehicles]]

| {{Cvt|285-295|hp|kW|0}}

* 2004-2006 HSV Maloo - [[Holden Special Vehicles]]

| {{Cvt|325-335|lbft|Nm|0}}

* 2004-2006 HSV Senator - [[Holden Special Vehicles]]

|-

* 2005-2006 [[Vauxhall Monaro VXR]]

| 2002–2006

| [[Chevrolet Avalanche]] 1500

|{{Cvt|285-295|hp|kW|0}}

|{{Cvt|325-335|lbft|Nm|0}}

|-

| 2003–2007

| [[Chevrolet Express]]/[[GMC Savana]] 1500/2500

|{{Cvt|285-295|hp|kW|0}}

|{{Cvt|325-335|lbft|Nm|0}}

|-

| 1999–2007

| [[Chevrolet Silverado]]/GMC Sierra 1500 (and 1999–2000 2500)

|{{Cvt|270-295|hp|kW|0}}

|{{Cvt|315-335|lbft|Nm|0}}

|-

| 2000–2006

| [[Chevrolet Suburban]]/[[GMC Yukon XL]] 1500

|{{Cvt|285-295|hp|kW|0}}

|{{Cvt|325-335|lbft|Nm|0}}

|-

| 2000–2006

| [[Chevrolet Tahoe]]/[[Chevrolet Tahoe|GMC Yukon]]

|{{Cvt|285-295|hp|kW|0}}

|{{Cvt|325-335|lbft|Nm|0}}

|}

===LS4==L59=====

The Vortec 5300 L59 (VIN code "Z") is a [[Flexible-fuel vehicle|flexible-fuel]] version of the LM7. The 2002–2003 L59 made {{cvt|285|hp|kW|0}} and {{cvt|320|lbft|Nm|0}}, while the 2004–2007 L59 made {{cvt|295|hp|kW|0}} and {{cvt|335|lbft|Nm|0}}.

[[Image:2006 Chevrolet Impala SS LS4 engine.jpg|right|thumb|250px|5.3&nbsp;L LS4 V8 in a 2006 [[Chevrolet Impala]] SS]]

The '''LS4''' is a smaller 5.3&nbsp;L (325&nbsp;in³) version of the Generation IV block. Though it has the same displacement as the [[GM Vortec engine#5300|Vortec 5300 LH6]], it differs in that it has an aluminum block rather than an iron one and it used the same cylinder head as the Generation III LS6 engine.

Applications:

A version of this engine is adapted for [[transverse engine|transverse]] [[front-wheel drive]] application. In order to fit into the smaller engine compartments designed for V-6s, in the front-wheel drive Pontiac Grand Prix GXP, for instance, the LS4 engine block had to be shortened by one inch. [[Displacement on Demand]] is also used. Output of this version is 303&nbsp;hp (226&nbsp;kW) and 323&nbsp;ft·lbf (438&nbsp;N·m).

{| class="wikitable"

! scope="col" | Year(s)

! scope="col" | Model

! scope="col" | Power

! scope="col" | Torque

|-

|2002–2006

|[[Chevrolet Tahoe]]/[[GMC Yukon]]

|{{Cvt|285-295|hp|kW|0}}

|{{Cvt|320-335|lbft|Nm|0}}

|-

| 2002–2006

|[[Chevrolet Suburban]]/[[GMC Yukon XL]] 1500

| {{Cvt|285-295|hp|kW|0}}

| {{Cvt|320-335|lbft|Nm|0}}

|-

| 2005–2006

| [[Chevrolet Avalanche]] 1500

|{{Cvt|285-295|hp|kW|0}}

|{{Cvt|320-335|lbft|Nm|0}}

|-

| 2002–2007

|[[Chevrolet Silverado]]/GMC Sierra 1500

|{{Cvt|285-295|hp|kW|0}}

|{{Cvt|320-335|lbft|Nm|0}}

|}

=====LM4=====

The Vortec 5300 LM4 (VIN code "P") is an aluminum block version of the LM7, and had a short production life, as did the specific vehicles in which LM4s are found. LM4s made {{cvt|290|hp|kW|0}} and {{cvt|325|lbft|Nm|0}}. The LM4 and LM7 should not be confused with the L33, described below.

Applications:

{| class="wikitable"

* 2006 [[Chevrolet Impala]]/[[Chevrolet Monte Carlo|Monte Carlo]] ''SS''

! scope="col" | Year(s)

* 2006 [[Pontiac Grand Prix]] ''GXP''

! scope="col" | Model

! scope="col" | Power

! scope="col" | Torque

|-

| 2003–2004

|[[Isuzu Ascender]]

| rowspan="6" | {{Cvt|290|hp|kW|0}} at 5200&nbsp;rpm

| rowspan="6" | {{Cvt|325|lbft|Nm|0}} at 4000&nbsp;rpm

|-

| 2003–2004

| [[GMC Envoy|GMC Envoy XL]]

|-

| 2003–2004

| [[Chevrolet SSR]]

|-

|2004

|[[GMC Envoy]] XUV

|-

| 2004

| [[Buick Rainier]]

|-

|2003–2005

|[[Chevrolet TrailBlazer]] EXT

|}

===LS7==L33=====

[[Image:2006_Chevrolet_Corvette_Z06_LS7_engine.jpg|right|thumb|250px|7.0&nbsp;L LS7 engine in a 2006 [[Chevrolet Corvette]] Z06]]

The '''LS7''' is the latest high-power LS engine. It is a 7.0&nbsp;L (427.6&nbsp;in³) unit, based on the Gen IV architecture. The block is changed, with a larger 4.125&nbsp;in (104.9&nbsp;mm) bore and longer 4.00&nbsp;in (101.6&nbsp;mm) stroke than the LS2. The small-block's 4.4&nbsp;in (111.8&nbsp;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, possibly to keep the relatively small mass pistons in check when they thermally expand at operating temperature. The two-valve arrangement is retained, though the titanium intake valves by [[Del West]] have grown to 2.20&nbsp;in (55.9&nbsp;mm) and sodium-filled exhaust valves are up to 1.61&nbsp;in (40.9&nbsp;mm). Peak output is 505&nbsp;hp (377&nbsp;kW) at 6300&nbsp;rpm and 470&nbsp;ft·lbf (637&nbsp;N·m) at 4800&nbsp;rpm with a 7000&nbsp;rpm [[redline]]. During GM's reliability testing of this engine in its prototype phase, the LS7 was remarked to have been repeated tested to be 8000 rpm capable, although power was not made at that rpm level, due to the restraints of the camshaft's profile and the intake manifold ability to flow required air at that engine speed.

The Vortec 5300 L33 (VIN code "B") was marketed as the Vortec 5300 HO. While it used the same aluminum block as was used in the LM4, the L33 included some major differences from the LM4, resulting in higher output than the LM4 and LM7. Instead of the LM4's dished pistons, the L33 used the 4.8L's flat top pistons. It also used 799 cylinder heads, identical to 243 castings found on LS6s and LS2s, lacking only LS6-spec valve springs and lightweight valves. This combination raised the compression from 9.5:1 to 10.0:1. The L33 also used a unique camshaft not shared with any other engine, with the specifications at .050 duration being: 193 duration, .482 lift, 116 LSA. As a result, power increased by {{cvt|15|hp}}, to {{cvt|310|hp}} and {{cvt|335|lbft|Nm}}. It was available in extended-cab standard-bed 4WD pickup trucks. Only 25% of 2005 Chevrolet/GMC full-size pickup trucks had an L33 engine.

The LS7 is hand-built by the [[General Motors Performance Build Center]] in [[Wixom, Michigan]]. Up to 15,000 LS7s will be produced each year starting in 2005. Most of these engines are installed in the Z06, but some are also sold to individuals by GM as a [[crate engine]]. It is rumored the LS7 will be the peak powerplant in the new Camaro when it goes into production. It is also hinted this engine will be used in the next generation Cadillac [[CTS]] V-Series. This would necessitate an increase in production.

Applications:

The 7.0&nbsp;L mark had already been reached by the LS-series of racing engines, famously in the [[24 Hours of Le Mans]] Corvette C5R. [[GMMG]] Berger [[Camaro]] [[ZL1]]s made late in 2002 and [[GMMG]] Berger [[Dick Harrell]] [[Camaro]]s (inspired by the [[Roger Penske]] [[Mark Donahue]] concept car) also featured variations of the 7.0&nbsp;L size.

{| class="wikitable"

! scope="col" | Year(s)

! scope="col" | Model

! scope="col" | Power

! scope="col" | Torque

|-

| 2005–2007

| [[Chevrolet Silverado|Chevrolet Silverado 1500 4WD]]/GMC Sierra 1500 4WD

| {{cvt|310|hp|kW|0}} at 5200&nbsp;rpm

| {{cvt|335|lbft|Nm|0}} at 4000&nbsp;rpm

|}

===4.00 in. bore blocks (1999–2007)===

The 6.0 L is a larger version of the LS engine. 6.0 L blocks were cast of iron, designed to bridge the gap between the new small blocks and big blocks in truck applications. There were two versions of this engine: LQ4 and LQ9, the latter being more performance oriented.

===={{anchor|Vortec 6000}}6.0 L====

The '''Vortec 6000''' is a V8 truck engine. Displacement is {{cvt|5967|cc|L cuin|1}} from a bore and stroke of {{cvt|101.6x92|mm|in}}. It is an iron/aluminum (1999 and 2000 [[model year]] engines had cast iron heads) design and produces {{cvt|300|to|345|hp|0}} and {{cvt|360|to|380|lbft|0}}.

=====LQ4=====

The Vortec 6000 LQ4 (VIN code "U") is a V8 truck engine. It produces {{cvt|300|to|335|hp|kW|0}} and {{cvt|360|to|380|lbft|Nm|0}}. LQ4s were built in [[Romulus, Michigan]], and [[Silao|Silao, Mexico]].

Applications:

{| class="wikitable"

* 2006 [[Chevrolet Corvette#Z06 2|Corvette Z06]]

! scope="col" | Year(s)

! scope="col" | Model

! scope="col" | Power

! scope="col" | Torque

|-

| 1999–2007

|[[Chevrolet Silverado]]/GMC Sierra 1500HD/2500/2500HD/3500

| {{Cvt|300|hp|kW PS|0}} at 4400&nbsp;rpm

| {{Cvt|360|lbft|Nm|0}} at 4000&nbsp;rpm

|-

|2001

|[[Chevrolet Silverado|GMC Sierra C3]]

| rowspan="2" |{{Cvt|325|hp|kW PS|0}} at 5200&nbsp;rpm

| rowspan="2" |{{Cvt|370|lbft|Nm|0}} at 4000&nbsp;rpm

|-

|2002–2007

|[[Chevrolet Silverado|GMC Sierra Denali]]

|-

| 2000–2006

| [[Chevrolet Suburban]] 2500/[[GMC Yukon XL]] 2500

|{{Cvt|300-320|hp|kW PS|0}} at 5200&nbsp;rpm

|{{Cvt|355-375|lbft|Nm}} at 4000&nbsp;rpm

|-

| 2002–2007

| [[Hummer H2]]

|{{Cvt|316-325|hp|kW PS}} at 5200&nbsp;rpm

|{{Cvt|360-365|lbft|Nm|0}} at 4000&nbsp;rpm

|-

| 2002–2006

| [[Chevrolet Tahoe|GMC Yukon]]/Yukon XL Denali and Chevrolet Suburban 1500 LTZ

|{{Cvt|325-335|hp|kW PS|0}} at 5200&nbsp;rpm

|{{Cvt|370-380|lbft|Nm|0}} at 4000&nbsp;rpm

|-

|2003–2007

|[[Chevrolet Express]]/[[GMC Savana]] 2500/3500

| rowspan="2" |{{Cvt|300-325|hp|kW PS|0}} at 4400&nbsp;rpm

| rowspan="2" |{{Cvt|360-375|lbft|Nm|0}} at 4000&nbsp;rpm

|-

| 2003–2008

|[[Chevrolet W-Series]]/[[GMC W-Series]]/[[Isuzu NPR]]

|}

=====LQ9=====

[[Holden Special Vehicles]] is widely tipped to use the LS7 on its 2007 E-Series GTS.

The Vortec HO 6000 or VortecMAX (VIN code "N") is a special high-output version of the [[#6000|Vortec 6000]] V8 truck engine originally designed for Cadillac in 2002. This engine was renamed as the VortecMAX for 2006. It features high-compression (10:1) flat-top pistons for an extra {{cvt|20|hp|kW|0}} and {{cvt|10|lbft|Nm|0}}, bringing output to {{cvt|345|hp|kW|0}} and {{cvt|380|lbft|Nm|0}}. Vehicles fitted with the LQ9 came exclusively with a 4.10:1 rear axle ratio. LQ9s were built only in [[Romulus, Michigan]].

{| class="wikitable"

! scope="col" | Year(s)

! scope="col" | Model

! scope="col" | Power

! scope="col" | Torque

|-

| 2002–2006

| [[Cadillac Escalade]] AWD

| rowspan="7"| {{cvt|345|hp|kW|0}} at 5200&nbsp;rpm

| rowspan="7"| {{cvt|380|lbft|Nm|0}} at 4000&nbsp;rpm

|-

| 2005–2006

| Cadillac Escalade 2WD

|-

| 2002–2006

| Cadillac Escalade EXT

|-

| 2003–2006

| Cadillac Escalade ESV

|-

| 2003–2007

| [[Chevrolet Silverado (first generation)|Chevrolet Silverado]] SS & H/O Edition

|-

| 2005–2006

| [[GMC Denali|GMC Sierra Denali]]

|-

| 2006–2007

| Chevrolet Silverado Classic VortecMAX/GMC Sierra Classic VortecMAX

|}

{{Anchor|Generation IV}}

Chevrolet also had an experimental big-block engine named LS7 in the late 60's that were supposed to be in the 1970 [[Chevrolet Corvette|Corvette]], but it never materialized. Some LS7 heads were sold as an aftermarket product in 1971 and 1972 though.

==Generation IV (2005–2020)==

===LS9===

{{Infobox automobile engine

| name = Generation IV

| image = GM LS2 engine.jpg

| caption = GM LS2 engine in a 2005 [[Chevrolet Corvette C6]]

| manufacturer = [[General Motors]]

| aka = Vortec

| production = 2004–2020

| predecessor = [[General Motors small-block engine#Generation III|Generation III]]

| 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|7011|cc|cuin}}}}

| 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}}}}

| block = [[Aluminum]]<br />[[Cast iron]]

| head = [[Aluminum]]

| valvetrain = [[Overhead valve engine|OHV]] 2 valves per cylinder

| fuelsystem = [[Sequential multi-port fuel injection]]

| management =

| fueltype = [[Petrol engine|Gasoline]]<br />[[E85]]

| oilsystem = [[Wet sump]]<br />[[Dry sump]]

| coolingsystem = [[Water cooling (engines)|Water-cooled]]

| supercharger = Eaton four-lobe Roots type (LS9 & LSA)

| power =

| specpower =

| torque =

| length =

| width =

| height =

| weight =

}}

In 2004, the Generation III was superseded by the '''Generation IV'''. This category of engines has provisions for high-displacement ranges up to {{cvt|7441|cc|L cuin|1}} and power output to {{cvt|776|bhp|kW|0}}. Based on the Generation III design, the 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]].

Early reports indicate that a 6.2&nbsp;L '''LS9''' derivative is due in 2008. Displacement was a reportedly decreased for a thicker cylinder wall, to promote a stronger cylinder to deal with the rigors of possibly forced induction. A picture of this motor was seen drifting around on the internet, and it seems to be equipped with a [[supercharger|positive displacement supercharger]] and is stated to produce 650&nbsp;hp (485&nbsp;kW).

A [[Multi-valve#Three valves|three-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 (2005–2020)===

This family of blocks was 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.

===={{anchor|GenIV6.0}}6.0 L====

The '''Generation IV 6000''' is a V8 engine that displaces {{cvt|5972|cc|L cuin|1}} from a bore and stroke of {{cvt|101.6x92|mm|in|3}}. It features either a cast iron or aluminum engine block with cast aluminum heads. Certain versions feature [[variable valve timing|variable cam phasing]], [[Active Fuel Management]], and [[flex-fuel]] capability.

{{Anchor|LS2}}

=====LS2=====

:''LS2 can also refer to the 1973–1974 Super Duty {{cvt|455|CID|L|1}} [[Pontiac V8 engine]]''

:''LS2 can also refer to the 1985 [[Oldsmobile Diesel V6 engine]].''

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 {{cvt|400|bhp|kW|0}} at 6000&nbsp;rpm and {{cvt|400|lbft|Nm|0}} at 4400&nbsp;rpm from a slightly larger displacement of {{cvt|5967|cc|L cuin|1}}. It is similar to the high-performance [[#LS6|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 {{convert|18|cuin|cc}}. The compression of the ''LS2'' was also raised to 10.9:1 compared to the [[#LS1|LS1]]s' 10.25:1 and the ''LS6''s' 10.5:1. The ''LS2'' in the E-series HSVs are modified in Australia to produce {{cvt|412|bhp|kW|0}} and {{cvt|412|lbft|0}} of torque. The ''LS2'' in the [[Chevrolet Trailblazer (Mid-size SUV)|Chevrolet Trailblazer SS]] and the [[Saab 9-7X|Saab 9-7X Aero]] are rated at {{cvt|395|bhp|kW|0}} (2006–2007) or {{cvt|390|bhp|kW|0}} (2008–2009) and {{cvt|400|lbft|Nm|0}} 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 [[Camping World East Series|East]] and [[Camping World West Series|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]].<ref>{{cite web |url=http://www.circletrack.com/techarticles/ctrp_0704_nascar_new_motor/index.html |title=NASCAR's new motor |publisher=Circletrack.com |access-date=January 25, 2012 |url-status=live |archive-url=https://web.archive.org/web/20120122074140/http://www.circletrack.com/techarticles/ctrp_0704_nascar_new_motor/index.html |archive-date=January 22, 2012 |df=mdy-all }}</ref>

A version of the NASCAR V8 cylinder block cast in [[compacted graphite iron]] by Grainger & Worrall won the UK's Casting of the Year Award 2010.<ref>{{cite web|url=http://www.gwcast.com/en/2010/12/01/lorem-ipsum-dolor/|title=Nascar block wins award - Grainger & Worrall|website=www.gwcast.com|url-status=live|archive-url=https://web.archive.org/web/20131224090755/http://www.gwcast.com/en/2010/12/01/lorem-ipsum-dolor/|archive-date=December 24, 2013|df=mdy-all}}</ref>

{{hidden begin|title=Applications:|titlestyle=background:#88FF88; text-align:left;|bodystyle=text-align:left;}}

* 2005–2007 [[Chevrolet Corvette]]

* 2005–2006 [[Chevrolet SSR]]

* 2006–2009 [[Chevrolet TrailBlazer]] [[Super Sport (Chevrolet)|SS]]

* 2006–2007 [[Cadillac CTS V-Series|Cadillac CTS-V]]

* 2005–2008 [[Holden Monaro]] family:

** 2005–2006 [[Holden Monaro#HSV Coupé|HSV Coupé GTO]]

** 2005–2006 HSV SV6000

** 2005–2008 HSV Clubsport R8, Maloo R8, Senator Signature, and GTS

** 2005–2008 [[HSV Grange]]

** 2005–2006 [[Pontiac GTO#2005|Pontiac GTO]] (peak power at 5200&nbsp;rpm, peak torque at 4000&nbsp;rpm)<ref>{{Cite web|url=https://www.motorweek.org/reviews/road_tests/2005_pontiac_gto_program_2423|title=2005 Pontiac GTO Program #2423 &#124; MotorWeek|access-date=July 28, 2021|archive-date=December 4, 2022|archive-url=https://web.archive.org/web/20221204173856/https://www.motorweek.org/reviews/road_tests/2005_pontiac_gto_program_2423|url-status=live}}</ref>

** 2005–2006 [[Vauxhall Monaro VXR]]

** 2007–2009 [[Vauxhall VXR8]]

* 2008–2009 [[Saab 9-7X|Saab 9-7X Aero]]

{{hidden end}}

{{Anchor|L76}}

=====L76=====

The '''L76''' is derived from the [[#LS2|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 {{cvt|348|bhp|kW|0}} at 5600&nbsp;rpm and {{cvt|376|lbft|Nm|0}} at 4400&nbsp;rpm for the Holden variant, and {{cvt|361|bhp|kW|0}} and {{cvt|385|lbft|Nm|0}} for the G8 GT.<ref name="Global Auto Index G8 Article">{{cite web| title= All-new G8 accelerates new era of rear-wheel-drive performance at Pontiac| date= February 7, 2007| url= http://www.globalautoindex.com/news.plt?no=1735| work= Global Auto Index| access-date= August 30, 2007|url-status=dead| archive-url= https://web.archive.org/web/20070927193302/http://www.globalautoindex.com/news.plt?no=1735| archive-date= September 27, 2007| df= mdy-all}}</ref> The '''Vortec 6000''' or new '''VortecMAX''' version is based on the Holden ''L76'' engine, and features [[variable valve timing|variable cam phasing]], along with Active Fuel Management. It can be considered the replacement for the Generation III [[#LQ9|LQ9]] engine. It produces {{cvt|367|hp|kW|0}} at 5400&nbsp;rpm and {{cvt|375|lbft|Nm|0}} at 4400&nbsp;rpm. Production of the truck-spec L76 started in late 2006, and it was only available with the new body style Silverado and Sierra, as well as the then-new Suburban. The final year for the truck-spec L76 was 2009 for all three applications; it was replaced by the 6.2L L9H engine for MY 2010 in the pickup trucks.

{{hidden begin|title=Applications:|titlestyle=background:#88FF88; text-align:left;|bodystyle=text-align:left;}}

* 2006 [[Holden VZ Commodore]] – those built from February 2006 until July 2006 (the release of the VE series).

* 2006 [[Holden WL Statesman|Holden WL Statesman/Caprice]] – those built from February 2006 until September 2006 (the release of the WM series).

* 2008–2009 [[Pontiac G8]] GT

* 2008–2010 [[Holden VE Commodore]] (automatic only)

* 2008–2010 [[Holden VE Ute]] (automatic only)

* 2008–2010 [[Holden WM Caprice|Holden WM Statesman/Caprice]]

* 2007–2009 [[Chevrolet Suburban]] 1500

* 2007–2009 [[Chevrolet Avalanche]]

* 2007–2009 [[Chevrolet Silverado]] 1500

* 2007–2009 [[GMC Sierra]] 1500

* 2007–2009 [[GMC Yukon XL]]

* 2020 [[Ginetta Akula]]

{{hidden end}}

{{Anchor|L98}}

=====L98=====

{{For|the tuned-port Generation I engine of the same RPO|Chevrolet small-block engine (first- and second-generation)#L98}}

The '''L98''' is a slightly modified version of the ''L76'', specific to Holden vehicles. 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 {{cvt|270|kW|bhp|0}} at 5700&nbsp;rpm and {{cvt|530|Nm|lbft|0}} at 4400&nbsp;rpm.

{{hidden begin|title=Applications:|titlestyle=background:#88FF88; text-align:left;|bodystyle=text-align:left;}}

* 2006–2007 Holden VZ Ute

* 2006–2010 [[Holden VE Commodore]] (manual only from 2008 to 2010)

* 2006–2009 Holden VE Calais

* 2006–2010 [[Holden VE Ute]] (manual only from 2008 to 2010)

* 2006–2008 [[Holden WM Caprice|Holden WM Statesman/Caprice]]

{{hidden end}}

{{Anchor|L77}}

=====L77=====

: ''L77 can also refer to the [[Oldsmobile V8 engine|455 Oldsmobile]] large crank journal engine.''

'''L77''' engines were released in the Holden Commodore Series II VE range in both manual and automatic transmissions, along with the Chevrolet Caprice PPV (police car). The ''L77'' differs from the ''L76'' with its inclusion of [[Flex-fuel]] capability, allowing it to run on [[E85]] fuel. The ''L77'' is rated at {{cvt|270|kW|hp|0}} and {{cvt|530|Nm|lbft|0}} of torque in the manual Commodore SS and SS-V, in automatic Commodores it is rated at {{cvt|260|kW|hp|0}} and {{cvt|517|Nm|lbft|0}} of torque.

Applications:

* 2010–2013 [[Holden VE II Commodore]]

* 2013–2015 [[Holden VF Commodore]]

* 2010–2013 [[Holden VE II Ute]]

* 2013–2015 [[Holden VF Ute]]

* 2010–2013 [[Holden WM Caprice]]

* 2013–2015 [[Holden Caprice#WN|Holden WN Caprice]]

* 2011–2017 [[Chevrolet Caprice]] PPV

{{Anchor|LY6}}

=====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|LQ4]] predecessor. Like other Gen IV engines, it features [[variable valve timing]]. It generated {{cvt|361|hp|0}} at 5,600&nbsp;rpm and {{cvt|385|lbft|0}} of torque at 4,400&nbsp;rpm using "regular" gas, or ~87 octane. Redline is 6,000&nbsp;rpm and the 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:

* 2007–2009 [[Chevrolet Silverado#Second generation Silverado / Third generation Sierra (2007–2014)|Chevrolet Silverado]] 2500HD/3500HD

* 2007–2009 [[GMC Sierra#GMT900|GMC Sierra]] 2500HD/3500HD

* 2007–2013 [[Chevrolet Suburban]] 2500

* 2007–2013 [[GMC Yukon XL]] 2500

* 2008–2009 [[Chevrolet Express]]/[[GMC Savana]] 2500/3500/4500

{{Anchor|L96}}

=====L96=====

The L96 is essentially identical to its predecessor, the LY6. The primary difference is that the L96 is flex-fuel capable, while the LY6 is not.

Applications:

* 2010–2019 [[Chevrolet Silverado]] 2500HD/3500HD

* 2010–2019 [[GMC Sierra]] 2500HD/3500HD

* 2010–2013 [[Chevrolet Suburban]] 2500

* 2010–2013 [[GMC Yukon XL]] 2500

* 2016–2020 [[Chevrolet Suburban]] 3500HD

* 2010–2020 [[Chevrolet Express]]/[[GMC Savana]] 2500/3500/4500

{{Anchor|LFA}}

=====LFA=====

The ''LFA'' (VIN code "5") is a Generation IV small-block V8 truck engine. The ''LFA'' variant is used in the GM's [[Global Hybrid Cooperation|"two-mode" hybrid]] GMT900 trucks and SUVs, and is an all-aluminum design. It has a 10.8:1 compression ratio and produces {{cvt|332|hp|kW|0}} at 5100&nbsp;rpm and {{cvt|367|lbft|Nm|0}} at 4100&nbsp;rpm.

In 2008, this engine was selected by Wards as [[Ward's 10 Best Engines|one of the 10 best engines]] in any regular production vehicle.

Applications:

* 2008–2009 [[Chevrolet Tahoe#Hybrid vehicle|Chevrolet Tahoe Hybrid]]

* 2008–2009 [[Chevrolet Tahoe#Hybrid vehicle|GMC Yukon Hybrid]]

* 2008–2009 [[Cadillac Escalade#Third generation|Cadillac Escalade Hybrid]]

* 2008–2009 [[Chevrolet Silverado#Second generation Silverado / Third generation Sierra (2007–2014)|Chevrolet Silverado Hybrid]]

* 2008–2009 [[Chevrolet Silverado#Second generation Silverado / Third generation Sierra (2007–2014)|GMC Sierra Hybrid]]

{{Anchor|LZ1}}

=====LZ1=====

The '''LZ1''' is almost entirely based on its predecessor, the [[#LFA|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]].<ref>{{cite web |url=http://www.gmpowertrain.com/powertrainfiles/engine/stories/10_pwt_lz1_n.doc |title=2010 Vortec 6.0L V8 VVT Hybrid (LZ1) |publisher=GM |year=2010 |access-date=May 21, 2013 |url-status=live |archive-url=https://web.archive.org/web/20140424171432/http://www.gmpowertrain.com/powertrainfiles/engine/stories/10_pwt_lz1_n.doc |archive-date=April 24, 2014 |df=mdy-all }}</ref> It has the same compression ratio and power/torque ratings as its predecessor.

Applications:

* 2010–2013 [[Chevrolet Tahoe#Hybrid vehicle|Chevrolet Tahoe Hybrid]]

* 2010–2013 [[Chevrolet Tahoe#Hybrid vehicle|GMC Yukon Hybrid]]

* 2010–2013 [[Cadillac Escalade#Third generation|Cadillac Escalade Hybrid]]

* 2010–2013 [[Chevrolet Silverado#Second generation Silverado / Third generation Sierra (2007–2014)|Chevrolet Silverado Hybrid]]

* 2010–2013 [[Chevrolet Silverado#Second generation Silverado / Third generation Sierra (2007–2014)|GMC Sierra Hybrid]]

===3.78 in. bore blocks (2005–2017)===

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 bore and stroke of {{cvt|96x83|mm|in|2}}. The smallest member of the Generation IV engine family is unique in that it is the only member used in trucks that does not feature [[variable valve timing]]; it also lacks Active Fuel Management. It has a cast-iron block. Power output is {{cvt|260|-|295|hp|kW|0}} and torque is {{cvt|295|-|305|lbft|Nm|0}}.

Applications:

* 2008–2009 [[Chevrolet Express]]/[[GMC Savana]] 2500/3500

* 2007–2009 [[Chevrolet Silverado]] 1500

* 2007–2009 [[Chevrolet Tahoe]]

* 2007–2009 [[GMC Sierra]] 1500

* 2007–2009 [[Chevrolet Tahoe|GMC Yukon]]

=====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 {{cvt|260|-|302|hp|kW|0}} while torque is {{cvt|295|-|305|lbft|Nm|0}}. The Vortec 4800 base engines were dropped from the Chevrolet Tahoe and GMC Yukon in favor of the 5300 with Active Fuel Management.

Applications:

* 2010–2017 [[Chevrolet Express]]/[[GMC Savana]] 2500/3500

* 2010–2013 [[Chevrolet Silverado]] 1500

* 2010–2013 [[GMC Sierra]] 1500

===={{anchor|GenIV5.3}} 5.3 L====

The Generation IV 5.3L engines share all the improvements and refinements found in other Generation IV engines. Eight versions of the Gen IV 5.3L engine were produced: three iron blocks (LY5, LMG, and LMF) and five aluminum blocks (LH6, LH8, LH9, LC9, and LS4). All versions featured [[Active Fuel Management]] except for the LH8, LH9, and LMF.

=====LH6=====

The Vortec 5300 LH6 (VIN code "M") with Active Fuel Management replaced the LM4 for 2005, and was the first of the [[GM LS engine#Generation IV|Generation IV]] small-block V8 truck engines to go into production. The LH6 produced {{cvt|300|to|315|hp|0}} and {{cvt|330|to|338|lbft|Nm|0}}. It is the aluminum block counterpart to the LY5.

Applications:

* 2005–2009 [[Chevrolet TrailBlazer]] including EXT (through 2006)

* 2005–2009 [[GMC Envoy]] Denali

* 2005–2006 [[GMC Envoy XL]]

* 2005 [[GMC Envoy]] XUV

* 2005–2007 [[Buick Rainier]]

* 2005–2009 [[Saab 9-7X]]

* 2005–2007 [[Isuzu Ascender]]

* 2007–2009 [[Chevrolet Silverado]] 1500

* 2007–2009 [[GMC Sierra]] 1500

{{Anchor|LS4}}

=====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|thumb|250px|5.3&nbsp;L LS4 V8 in a 2006 [[Chevrolet Impala]] SS]]

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).

According to GM, "the crankshaft is shortened {{cvt|13|–|3|mm|in}} at the flywheel end and {{cvt|10|mm|in}} at the accessory drive end – to reduce the length of the engine compared to the 6.0 L. 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."<ref>{{cite web|title=2009 "LS4" 5.3L V8 ( LS4 )|url=https://www.gmpowertrain.ca/Product/5.3%2520LS4/LS4%2520Summary.pdf|url-status=dead|archive-url=https://web.archive.org/web/20101008233042/https://www.gmpowertrain.ca/Product/5.3%20LS4/LS4%20Summary.pdf|archive-date=October 8, 2010|work=gmpowertrain.ca|df=mdy-all}}</ref> [[Active Fuel Management]] is also used. Output of this version is {{cvt|303|hp|kW|0}} (300&nbsp;hp on LaCrosse Super) and {{cvt|323|lbft|0}}.

Applications:

* 2005–2008 [[Pontiac Grand Prix]] GXP

* 2006–2009 [[Chevrolet Impala]] SS

* 2006–2007 [[Chevrolet Monte Carlo]] SS

* 2008–2009 [[Buick LaCrosse#LaCrosse Super (2008–2009)|Buick LaCrosse Super]]

=====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 {{cvt|320|hp|kW|0}} and {{cvt|340|lbft|Nm|0}} of torque, while for pickup truck applications, it is rated at {{cvt|315|-|320|hp|kW|0}} at 5200&nbsp;rpm and {{cvt|335|-|340|lbft|Nm|0}} at 4000&nbsp;rpm.

Applications:

* 2007–2009 [[Chevrolet Avalanche]]

* 2007–2009 [[Chevrolet Silverado]] 1500

* 2007–2009 [[Chevrolet Suburban]] 1500

* 2007–2009 [[Chevrolet Tahoe]]

* 2007–2009 [[GMC Sierra]] 1500

* 2007–2009 [[Chevrolet Tahoe|GMC Yukon]]

* 2007–2009 [[GMC Yukon XL]] 1500

=====LC9=====

The Vortec 5300 LC9 (VIN code "3" or "7") is the aluminum block flex-fuel version of the LH6, and is found in 4WD models. SUV applications are rated at {{cvt|320|hp|kW|0}} at 5400&nbsp;rpm and {{cvt|335|lbft|Nm|0}} at 4000&nbsp;rpm.<ref name="GM-PT">{{cite web|title=GM Powertrain|url=http://gmpowertrain.com/VehicleEngines/PowertrainProducts.aspx|publisher=GM|access-date=May 21, 2013|url-status=dead|archive-url=https://web.archive.org/web/20130702155012/http://gmpowertrain.com/VehicleEngines/PowertrainProducts.aspx|archive-date=July 2, 2013}}</ref> Pickup truck applications are rated at {{cvt|315|hp|kW|0}} at 5300&nbsp;rpm and {{cvt|335|lbft|Nm|0}} at 4000&nbsp;rpm.<ref name="GM-PT"/> Variable valve timing was added for the 2010 model year.

Applications:

* 2007–2013 [[Chevrolet Avalanche]]

* 2007–2013 [[Chevrolet Silverado]] 1500

* 2007–2014 [[Chevrolet Suburban]] {{Frac|1|2}} ton

* 2007–2013 [[GMC Sierra]] 1500

* 2007–2014 [[GMC Yukon XL]] {{Frac|1|2}} ton

=====LMG=====

The Vortec 5300 LMG (VIN code "0") is the [[Flexible Fuel Vehicle|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. Variable valve timing was added for the 2010 model year. Active Fuel Management is standard on this model for fuel economy purposes.<ref>{{Cite web|date=2014-04-05|title=GM 5.3L Liter V8 Vortec LMG Engine|url=https://gmauthority.com/blog/gm/gm-engines/lmg/|access-date=January 28, 2022|website=GM Authority|archive-date=September 25, 2024|archive-url=https://web.archive.org/web/20240925133304/https://gmauthority.com/blog/gm/gm-engines/lmg/|url-status=live}}</ref>

Applications:

* 2007–2013 [[Chevrolet Avalanche]]

* 2007–2013 [[Chevrolet Silverado]] 1500

* 2007–2014 [[Chevrolet Suburban]] 1500

* 2007–2014 [[Chevrolet Tahoe]]

* 2007–2013 [[GMC Sierra]] 1500

* 2007–2014 [[Chevrolet Tahoe|GMC Yukon]]

* 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.

The LH8 is a variant of the 5.3L Gen IV small-block V8 modified to fit in the engine bay of the GMT345 SUV and GMT355 trucks. It produces {{cvt|300|hp|0}} at 5200&nbsp;rpm and {{cvt|320|lbft|Nm|0}} at 4000&nbsp;rpm. It has a displacement of {{cvt|5327|cc|L cuin|1}}<ref name="Gminsidenews.com">{{cite web |url=http://www.gminsidenews.com/index.php?page=Engine_Guide |title=GM Inside News Forum - Engine Guide |publisher=Gminsidenews.com |date=March 22, 2009 |access-date=April 26, 2009 |url-status=dead|archive-url=https://web.archive.org/web/20090117025002/http://www.gminsidenews.com/index.php?page=Engine_Guide |archive-date=January 17, 2009 |df=mdy-all }}</ref> and a compression ratio of 9.9:1.<ref>{{Cite web|url=https://media.gm.com/content/media/us/en/chevrolet/vehicles/colorado/2009.tab1.html|title=Chevrolet Pressroom - United States - Colorado|website=media.gm.com|language=en|access-date=May 18, 2019}}</ref>

Applications:

* 2008–2009 [[Hummer H3|Hummer H3 Alpha]]

* 2009 [[Chevrolet Colorado|Chevrolet Colorado/GMC Canyon]]

=====LH9=====

In 2010, the LH8 was replaced by the LH9. The LH9 was upgraded with Variable Valve Timing (VVT) and flex-fuel capability (but not Active Fuel Management). The Vortec 5300 LH9 produces {{cvt|300|hp|0}} at 5200&nbsp;rpm and {{cvt|320|lbft|Nm|0}} at 4000&nbsp;rpm. It has a displacement of {{cvt|5327|cc|L cuin|1}}.<ref name="Gminsidenews.com"/> The compression ratio was 9.9:1 for 2010, but was reduced to 9.7:1 for the remaining two years of production.<ref>{{Cite web|url=https://media.gm.com/content/media/us/en/chevrolet/vehicles/colorado/2010.tab1.html|title=Chevrolet Pressroom - United States - Colorado|website=media.gm.com|language=en|access-date=May 18, 2019}}</ref><ref>{{Cite web|url=https://media.gm.com/content/media/us/en/chevrolet/vehicles/colorado/2011.tab1.html|title=Chevrolet Pressroom - United States - Colorado|website=media.gm.com|language=en|access-date=May 18, 2019}}</ref><ref>{{Cite web|url=https://media.gm.com/content/media/us/en/chevrolet/vehicles/colorado/2012.tab1.html|title=Chevrolet Pressroom - United States - Colorado|website=media.gm.com|language=en|access-date=May 18, 2019}}</ref>

Applications:

* 2010 [[Hummer H3|Hummer H3 Alpha]]

* 2010–2012 [[Chevrolet Colorado|Chevrolet Colorado/GMC Canyon]]

=====LMF=====

Introduced in 2008, the LMF is a low-tech LY5, used in the lower-volume half-ton vans that still used the 4L60-E 4-speed automatic, lacking Active Fuel Management. The LMF features variable valve timing.<ref>{{Cite web|url=https://gmauthority.com/blog/gm/gm-engines/lmf/|title=GM 5.3L Liter V8 Vortec LMF Engine Info, Power, Specs, Wiki &#124; GM Authority|date=April 5, 2014|access-date=August 29, 2022|archive-date=September 25, 2024|archive-url=https://web.archive.org/web/20240925135042/https://gmauthority.com/blog/gm/gm-engines/lmf/|url-status=live}}</ref>

Applications:

* 2008–2014 [[Chevrolet Express|Chevrolet Express 1500]]

* 2008–2014 [[GMC Savana|GMC Savana 1500]]

===4.125 in. bore blocks (2006–2017)===

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.<ref>{{cite web |url=http://www.gmhightechperformance.com/tech/0901gmhtp_ls1_ls6_ls2_ls3_l99_ls4_ls7_ls9_lsa_engine_history/gen_iii_gen_iv_vortec_truck_engines.html |title=Gen III & Gen IV Vortec Truck Engines |work=GM High Tech Performance Magazine |publisher=GM High-Tech Performance |date=February 26, 2007 |access-date=September 21, 2010 |url-status=live |archive-url=https://web.archive.org/web/20110711102359/http://www.gmhightechperformance.com/tech/0901gmhtp_ls1_ls6_ls2_ls3_l99_ls4_ls7_ls9_lsa_engine_history/gen_iii_gen_iv_vortec_truck_engines.html |archive-date=July 11, 2011 |df=mdy-all }}</ref> This was done to increase both bore size and block strength.

====7.0 L====

{{Anchor|LS7}}

=====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|thumb|250px|7.0L LS7 engine in a 2006 [[Chevrolet Corvette (C5)#Z06|Chevrolet Corvette Z06]]]]

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}}.

Peak output is {{cvt|505|bhp|PS kW|0}} at 6300&nbsp;rpm (72.0 BHP/L) and {{cvt|470|lbft|Nm|0}} of [[Torque#Machine torque|torque]] at 4800&nbsp;rpm with a 7000&nbsp;rpm redline.<ref>{{Cite web|url=https://www.carfolio.com/specifications/models/car/?car=124300|website=carfolio.com|title=2005 Chevrolet Corvette Z06, 2006 MY C6 US specifications|access-date=June 23, 2018|archive-date=June 24, 2018|archive-url=https://web.archive.org/web/20180624121259/https://www.carfolio.com/specifications/models/car/?car=124300|url-status=live}}</ref> During GM's reliability testing of this engine in its prototype phase, the LS7 was remarked to have been repeatedly tested to be 8000&nbsp;rpm capable, although power was not recorded at that rpm level, because of the constraints of the camshaft's hydraulic lifters and the intake manifold ability to flow required air at that engine speed.

The LS7 was 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]]. The 2014 and 2015 Z28 were the only Camaros to receive the 427 LS7. As of early 2022, the LS7 is no longer being supplied as a crate engine, with Chevrolet intending to fulfill all current orders until inventory is depleted.<ref>{{cite web|url=https://www.roadandtrack.com/news/a38927594/chevy-ls7-discontinued/|work=[[Road & Track]]|title=Chevy Officially Discontinues the LS7|date=28 January 2022|author=Brian Silvestro|access-date=February 10, 2022|archive-date=September 25, 2024|archive-url=https://web.archive.org/web/20240925142119/https://www.roadandtrack.com/news/a38927594/chevy-ls7-discontinued/|url-status=live}}</ref>

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 {{cvt|375|kW|PS bhp|0}} at 6500&nbsp;rpm and {{cvt|640|Nm|lbft|0}} at 5000&nbsp;rpm of torque.<ref>{{cite web|url=https://www.carfolio.com/specifications/models/car/?car=183007|website=carfolio.com|title=2008 HSV W427 specifications|access-date=June 23, 2018|archive-date=June 24, 2018|archive-url=https://web.archive.org/web/20180624093123/https://www.carfolio.com/specifications/models/car/?car=183007|url-status=live}}</ref> It was unveiled at the [[Melbourne International Motor Show]] on February 29, 2008,<ref>{{cite news | url=http://www.smh.com.au/news/national/revealed-our-fastest-most-expensive-road-car/2008/02/28/1203788544765.html | work=The Sydney Morning Herald | title=Revealed: our fastest, most expensive road car | date=February 29, 2008 | url-status=live | archive-url=https://web.archive.org/web/20080420091030/http://www.smh.com.au/news/national/revealed-our-fastest-most-expensive-road-car/2008/02/28/1203788544765.html | archive-date=April 20, 2008 | df=mdy-all }}</ref> and went on sale in August 2008. The first Australian car to be fitted with this engine, however, was the [[Corsa Specialised Vehicles|CSV GTS]] of 2007, which was claimed to have a power output of {{cvt|400|kW|hp|0}} and {{cvt|600|Nm|lbft|0}}.<ref>{{cite web|date=December 2007 |url=http://www.motoring.com.au/reviews/2008/large-passenger/holden-special-vehicles/gts/csv-gts-ls7-5794 |title=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 |work=[[Wheels (magazine)|Wheels]] |publisher=Motoring.com.au |access-date=June 21, 2015 |url-status=dead|archive-url=https://web.archive.org/web/20150620181509/http://www.motoring.com.au/reviews/2008/large-passenger/holden-special-vehicles/gts/csv-gts-ls7-5794 |archive-date=June 20, 2015 }}</ref>

Applications:

* 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 and introduced in June 2020. It was designed only as a crate engine to provide increased power and simplified installation for aftermarket and restomod applications. It did not appear in any production vehicles.

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&nbsp;in intake and .590&nbsp;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&nbsp;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&nbsp;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)===

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 decent performance. This family of engines has mainly seen duty in performance cars and high-end SUVs.

====6.2 L====

{{Anchor|L92|L9H|L94}}

=====L92 / L9H / L94=====

The '''L92''', also known as the Vortec 6200, displaces {{cvt|6162|cc|L cuin|1}}, and debuted in the 2007 Cadillac Escalade. 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 {{cvt|403|hp|kW|0}} and {{cvt|417|lbft|Nm|0}} in the GMC Yukon Denali/XL Denali, GMC Sierra Denali, Hummer H2, and briefly in the Chevrolet Tahoe LTZ (MY 2008.5 – MY 2009) and rated at {{cvt|403|hp|0}} and {{cvt|415|lbft|Nm|0}}. Starting in 2009, it was also available in the Chevrolet Silverado and GMC Sierra, as the '''L9H''', with power ratings of {{cvt|403|hp|0}} and {{cvt|417|lbft|Nm|0}}.

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.

The 2009 L92 was modified with flex-fuel capability, becoming the L9H, but still had no AFM hardware. In 2010, the L9H was further modified with Active Fuel Management, becoming the '''L94''' (in the Cadillac Escalade and GMC Yukon Denali).

Applications:

* 2007–2013 [[Cadillac Escalade]] (L92 for MY 2007–2008, L9H for MY 2009, L94 for MY 2010–2013)

* 2008–2009 [[Chevrolet Tahoe]] LTZ (as RPO code L92)

* 2007–2013 [[Chevrolet Tahoe|GMC Yukon]] Denali / Yukon XL Denali

* 2007–2013 [[GMC Sierra]] 1500 Denali

* 2008–2009 [[Hummer H2]]

* 2009–2013 [[Chevrolet Silverado]] 1500 (as RPO code L9H)

* 2009–2013 [[GMC Sierra]] 1500 (as RPO code L9H)

{{Anchor|LS3}}

=====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|GM LS3 engine in a 2008 [[Chevrolet Corvette]]]]

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&nbsp;rpm and {{cvt|424|lbft|Nm|0}} at 4600&nbsp;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.

The L76/L92/LS3 cylinder heads use {{cvt|55|mm|in|3|order=flip}} intake valves, and {{cvt|1.59|in|mm}} exhaust valves. Improved manufacturing efficiency makes these heads cheaper to produce than the outgoing LS6 heads, significantly undercutting the price of 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 {{cvt|64|mm|in|1|order=flip}} diameter exhaust compared to the Z06's {{cvt|3|in|mm|1}}. Power is boosted to {{cvt|436|hp|kW|0}} and {{cvt|428|lbft|Nm|0}} with this option. A similar system was optional on later-model fifth-generation Chevrolet Camaros and standard on the 2016–2017 Chevrolet SS, but no horsepower or torque increases were advertised on those vehicles.

LS3 engines found in manual transmission-equipped C6 Corvette Grand Sport models also received a dry sump oiling system similar to the one fitted to LS7-equipped Corvettes.

From April 2008, Australian performance car manufacturer HSV adopted the LS3 as its standard V8 throughout the range, replacing the 6.0-liter LS2. The LS3 received modifications for its application to HSV E Series models, producing {{cvt|425|bhp|kW|0}}. The LS3 engine in the E Series II GTS (released September 2009) was upgraded to produce {{cvt|436|bhp|kW|0}}. All HSV MY12.5 excluding the base Maloo and Clubsport variants have been upgraded to produce {{cvt|436|bhp|kW|0}}.

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:

* 2008–2013 [[Chevrolet Corvette (C6)|Chevrolet Corvette]]

* 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 [[Holden Commodore (VF)#Chevrolet SS|Chevrolet SS]]

** 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}}

=====L99=====

{{For|the 4.3 L Generation II engine of the same RPO|Chevrolet small-block engine#4.3 L}}

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:

* 2010–2015 [[Fifth-generation Chevrolet Camaro|Chevrolet Camaro SS]] (automatic transmission)

{{Anchor|LS9}}

=====LS9=====

The Gen IV '''LS9''' is a supercharged {{cvt|6162|cc|L cuin|1}} engine, based on the LS3; the LS7 block was not used because of the higher cylinder pressures created by the supercharger requiring the thicker cylinder walls of the LS3. It has a bore and stroke of {{cvt|103.25x92|mm|in|3}}. It is equipped with an [[Eaton Corporation|Eaton]] four-lobe [[Roots type supercharger]] and has a [[compression ratio]] of 9.1:1. Power output is rated {{cvt|638|bhp|PS kW|0}} at 6500&nbsp;rpm and {{cvt|604|lbft|Nm|0}} at 3800&nbsp;rpm of [[Torque#Machine torque|torque]].<ref>{{cite web|url=https://www.carfolio.com/specifications/models/car/?car=167134|website=carfolio.com|title=2007 Chevrolet Corvette ZR1, 2009 MY C6 US|access-date=June 24, 2018}}</ref> Note: GM previously used the LS9 RPO code on 1969 and later Chevrolet trucks (both 2WD and 4WD) including Blazers, Jimmys, and Suburbans, as well as car carriers. The original LS9 was a {{cvt|350|cuin|L|1}} V8, developing {{cvt|160|hp|0}} and {{cvt|245|lbft|0}} of torque. In 2017, [[Holden Special Vehicles]] used a modified version of the LS9 in their GTSR W1, the last-ever [[Holden Commodore]] based vehicle produced in Australia.

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}}

=====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 {{cvt|556|bhp|kW|0}} at 6100&nbsp;rpm and {{cvt|551|lbft|Nm|0}} at 3800&nbsp;rpm. GM labeled it "the most powerful ever offered in Cadillac's nearly 106-year history." The LSA features a smaller {{cvt|1.9|L|CID}} supercharger rather than the {{cvt|2.3|L|CID}} variant of the LS9. Other differences include a slightly lower 9.0:1 compression ratio, single-unit heat exchanger, and cast pistons.

A {{cvt|580|bhp|kW|0}} and {{cvt|556|lbft|Nm|0}} version of the LSA engine is used in the 2012 Camaro ZL1. On May 15, 2013, Holden Special Vehicles announced that this version of the LSA engine would also be used in the GEN-F GTS.

Applications:

* 2009–2015 [[Cadillac CTS-V]]

* 2012–2015 [[Chevrolet Camaro (fifth generation)#ZL1 (2012–2015)|Chevrolet Camaro ZL1]]

* 2014–2017 [[Holden Commodore (VF)#GTS|HSV GTS GEN-F]]

** 2013–2017 [[Vauxhall VXR8]] GTS, GTS-R

{{Anchor|Generation V}}

==Generation V (2013–present)==

{{More citations needed|date=October 2015}}

{{Infobox automobile engine

| name = Generation V

| image = Engine - 2015 GMC Yukon Denali (14489518072).jpg

| caption = The L86 in the 2015 GMC Yukon Denali

| manufacturer = [[General Motors]]

| aka = [[Ecotec|EcoTec3]]

| production = 2013–present

| predecessor = [[General Motors small-block engine#Generation IV|Generation IV]]

| successor =

| configuration = 90° [[V6 engine|V6]]<br />90° [[V8 engine|V8]]

| displacement = {{ubl

| {{cvt|4301|cc|cuin}}

| {{cvt|5328|cc|cuin}}

| {{cvt|6162|cc|cuin}}

| {{cvt|6564|cc|cuin}}

}}

| bore = {{ubl

| {{cvt|99.6|mm|in}}

| {{cvt|96|mm|in|2}}

| {{cvt|103.25|mm|in}}

}}

| stroke = {{ubl

| {{cvt|92|mm|in|3}}

| {{cvt|98|mm|in|3}} (L8T only)

}}

| block = [[Aluminum]]<br />[[Cast iron]] (L8T only)

| head = [[Aluminum]]

| valvetrain = [[Overhead valve engine|OHV]] 2 valves per cylinder

| compression = {{ubl

| 10.0:1

| 11.0:1

| 11.5:1

}}

| fuelsystem = [[Gasoline direct injection|Direct injection]]

| management =

| supercharger = Eaton TVS supercharger (LT4 & LT5)

| fueltype = [[Gasoline]]<br />[[E85]]

| oilsystem = [[Wet sump]]

| coolingsystem = [[Water cooling (engines)|Water-cooled]]

| power =

| specpower =

| torque =

| length =

| width =

| height =

| weight =

}}

In 2007, [[Ward's|WardsAuto.com]] reported that the LS3 (used in the 2008 Chevrolet Corvette) and Vortec 6000 LFA (used in the 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 the L92 engine from the [[Cadillac Escalade]], [[GMC Yukon]] Denali, and [[Hummer H2]], and reported to generate {{cvt|450|bhp|kW|0}} on gasoline via direct fuel injection, increased compression ratio to 11.5:1, and a modified engine controller.<ref name="Wards Auto 2007-08-30">{{cite web | first=Mike | last=Sutton | title=GM Reveals Small-Block V8 With Direct Injection | date=August 29, 2007 | url=http://www.gminsidenews.com/forums/f12/gm-reveals-small-block-v-8-direct-injection-wardsauto-com-54138/ | work=WardsAuto.com | access-date=August 30, 2007 | url-status=live | archive-url=https://web.archive.org/web/20080613200536/http://www.gminsidenews.com/forums/f12/gm-reveals-small-block-v-8-direct-injection-wardsauto-com-54138/ | archive-date=June 13, 2008 | df=mdy-all }}</ref> The first '''Gen V LT engine''' was the LT1, announced in 2012 as the initial powerplant for the redesigned [[Chevrolet Corvette C7|Corvette C7]], 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 {{cvt|4.4|in|mm}} bore centers (the distance between the centers of each cylinder) that were born with the original small block in 1954. 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 head]]s. Because the positions of the intake and exhaust valves are flipped from where they would be in an LS engine, as well as the need for an addition to the camshaft to drive the high-pressure fuel pump for the direct fuel injection, few parts are interchangeable with the Gen III/IV engines.

All Gen V engines use aluminum [[Cylinder block|block]]s with aluminum cylinder heads, and include [[gasoline direct injection|direct injection]], piston cooling jets, [[active fuel management]], [[variable displacement]] oil pump, and [[continuously variable valve timing]]. (The L8T is an exception; see below for details.) However, they all retain their ancestors' two-valve [[pushrod]] [[valvetrain]] and 4.4 inch bore spacing.

===4.06&nbsp;in. bore blocks (2014–present)===

This family of blocks was 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&nbsp;L====

{{Anchor|LT1}}

===== LT1 =====

{{For|the 5.7 L Generation II engine of the same RPO|Chevrolet_small-block_engine_(first-_and_second-generation)#LT1}}

[[File:Chevrolet-Camaro-LT1.jpg|thumb|The 6.2L LT1 engine in a 2022 [[Chevrolet Camaro (sixth generation)|Chevrolet Camaro]] LT1]]

The {{cvt|6162|cc|L cuin|1|order=flip}} 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 [[Engine displacement|displacement]] from a [[Bore (engine)|bore]] and [[Stroke (engine)|stroke]] of {{cvt|103.25|x|92|mm|3}} with a [[compression ratio]] of 11.5 to 1.

Applications:

{| class="wikitable"

! scope="col" | Year(s)

! scope="col" | Model

! scope="col" | Power

! scope="col" | Torque

|-

| rowspan="2" | 2014&ndash;2019

| rowspan="2" | [[Chevrolet Corvette C7]]

| {{cvt|455|hp|kW|0}} at 6000&nbsp;rpm

| {{cvt|460|lbft|Nm|0}} at 4600&nbsp;rpm

|-

| {{cvt|460|hp|kW|0}} at 6000&nbsp;rpm (performance exhaust)

| {{cvt|465|lbft|Nm|0}} at 4600&nbsp;rpm (performance exhaust)

|-

| 2016&ndash;2024

| [[Chevrolet Camaro (sixth generation)|Chevrolet Camaro SS]]

| {{cvt|455|hp|kW|0}} at 6000&nbsp;rpm

| {{cvt|455|lbft|Nm|0}} at 4400&nbsp;rpm

|-

| 2020&ndash;2024

| [[Chevrolet Camaro (sixth generation)|Chevrolet Camaro LT1]]

| {{cvt|455|hp|kW|0}} at 6000&nbsp;rpm

| {{cvt|455|lbft|Nm|0}} at 4400&nbsp;rpm

|}

{{Anchor|LT2}}

=====LT2=====

The LT2 engine debuted in the 2020 Corvette Stingray as the successor to the LT1. It was designed specifically with mid-engine placement and dry-sump lubrication in mind.

Applications:

{| class="wikitable"

! scope="col" | Year(s)

! scope="col" | Model

! scope="col" | Power

! scope="col" | Torque

|-

| rowspan="2" | 2020&ndash;present

| rowspan="2" | [[Chevrolet Corvette (C8)#Stingray|Chevrolet Corvette C8]]

| {{cvt|490|hp|kW|0}} at 6450&nbsp;rpm

| {{cvt|465|lbft|Nm|0}} at 5150&nbsp;rpm

|-

| {{cvt|495|hp|kW|0}} at 6450&nbsp;rpm (performance exhaust)

| {{cvt|470|lbft|Nm|0}} at 5150&nbsp;rpm (performance exhaust)

|}

{{Anchor|L86}}

===== L86/L87 =====

The {{cvt|6162|cc|L cuin|1|order=flip}} EcoTec3 is a Generation V small-block V8 truck engine (VIN code "J"). The L86 is an LT1 engine modified for truck use with a compression ratio of 11.5 to 1. In 2019, GM introduced the '''L87''' as the successor to the L86. Power and torque remain the same, but whereas the L86's "Active Fuel Management" alternates between V4 and V8 modes, the L87's "Dynamic Fuel Management" can alternate between any of 17 different firing orders which vary both how many and which cylinders are actually firing based on demand calculated every 125&nbsp;milliseconds.

Applications:

{| class="wikitable"

! scope="col" | Year(s)

! scope="col" | Model

! scope="col" | Power

! scope="col" | Torque

|-

| 2014&ndash;present

| [[Chevrolet Silverado#Third generation Silverado / Fourth generation Sierra (2014–2018)|Chevrolet Silverado/GMC Sierra]]

| rowspan="4" | {{cvt|420|hp|kW|0}} at 5600&nbsp;rpm

| rowspan="4" | {{cvt|460|lbft|Nm|0}} at 4100&nbsp;rpm

|-

| rowspan="3" | 2015&ndash;present

| [[Chevrolet Tahoe#Fourth generation (2015)|Chevrolet Tahoe/GMC Yukon]]

|-

| [[Chevrolet Suburban#Eleventh generation (2015)|Chevrolet Suburban/GMC Yukon XL]]

|-

| [[Cadillac Escalade#Fourth generation (2015)|Cadillac Escalade/Escalade ESV]]

|}

{{Anchor|LT4}}

===== LT4 =====

{{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&nbsp;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:

{| class="wikitable"

! scope="col" | Year(s)

! scope="col" | Model

! scope="col" | Power

! scope="col" | Torque

|-

| 2015&ndash;2019

| [[Chevrolet Corvette (C7)#2015 Corvette Z06.2C Z07 performance package .282015-.29|Chevrolet Corvette Z06]]

| {{cvt|650|hp|kW|0}} at 6400&nbsp;rpm

| {{cvt|650|lbft|Nm|0}} at 3600&nbsp;rpm

|-

| 2016&ndash;2019

| [[Cadillac CTS-V]]

| {{cvt|640|hp|kW|0}} at 6400&nbsp;rpm

| {{cvt|630|lbft|Nm|0}} at 3600&nbsp;rpm

|-

| 2017&ndash;2024

| [[Chevrolet Camaro (sixth generation)|Chevrolet Camaro ZL1]]

| {{cvt|650|hp|kW|0}} at 6400&nbsp;rpm

| {{cvt|650|lbft|Nm|0}} at 3600&nbsp;rpm

|-

| 2022&ndash;present

| [[Cadillac CT5#CT5-V Blackwing|Cadillac CT5-V Blackwing]]

| {{cvt|668|hp|kW|0}}

| {{cvt|659|lbft|Nm|0}}

|-

| 2023&ndash;present

| [[Cadillac Escalade#Escalade-V|Cadillac Escalade-V]]

| {{cvt|682|hp|kW|0}}

| {{cvt|653|lbft|Nm|0}}

|}

{{Anchor|LT5}}

===== LT5 =====

The {{cvt|6162|cc|L cuin|1|order=flip}} LT5 engine debuted in the seventh-generation Corvette ZR1 at the 2017 [[Dubai Motor Show]]. It draws its name from the [[Chevrolet small-block engine#LT5|5.7&nbsp;L LT5]] from the C4, manufactured from 1989&ndash;1993. The original LT5 is rarely known as a Chevy small block V8, as it was designed by Lotus, built by Mercury Marine, and implements a DOHC 32-valve multi-port injection system, instead of the 16-valve push-rod design. The new (and unrelated) LT5, however, has increased its displacement from 5.7 to 6.2L (350 to 376 cu in), retains the Gen V OHV valvetrain, and is topped with a {{cvt|2.6|L|cuin|1}} Eaton TVS supercharger and an improved intercooler. It simultaneously couples the standard direct injection system found on Gen 5 engines with port fuel injection, specifically to satisfy upper-RPM fuel demands. Power output is {{cvt|755|hp|PS kW|0}} at 6400&nbsp;rpm and {{cvt|715|lbft|0}} of torque at 3600&nbsp;rpm.

Applications:

{| class="wikitable"

! scope="col" | Year(s)

! scope="col" | Model

! scope="col" | Power

! scope="col" | Torque

|-

| 2019

| [[Chevrolet Corvette (C7)#ZR1|Chevrolet Corvette ZR1]]

| {{cvt|755|hp|kW|0}} at 6400&nbsp;rpm

| {{cvt|715|lbft|Nm|0}} at 3600&nbsp;rpm

|}

====6.6&nbsp;L====

{{Anchor|L8T}}

===== L8T =====

The L8T is the first (and so far, only) iron block member of the Gen V family, and is the successor to the 6.0L Gen IV [[#L96|L96]]. It shares its {{cvt|103.25|mm}} bore with other 6.2L V8s such as the L86, but with a longer stroke of {{cvt|98|mm}} to displace {{cvt|6.564|L|cuin|1}}.<ref>{{cite web |title=6.6L V-8 L8T Features & Specifications |url=https://poweredsolutions.gm.com/products/l8t-engine/ |website=GM Powered Solutions |publisher=GM |access-date=11 November 2024}}</ref> It is rated for {{cvt|401|hp|kW}} at 5,200&nbsp;rpm and {{cvt|464|lbft}} of torque at 4,000&nbsp;rpm. The compression ratio is 10.8:1. The longer stroke yields little additional peak torque output compared to the L86, but only requires 87 Octane. The stroke is also shorter than the LS7's {{cvt|101.6|mm}}, to optimize rod ratio for reliability.

Rather than allow a "high-strung" small-block to fail the heavy-duty truck market, the iron block, lack of both stop-start and cylinder deactivation, longer stroke and rod ratio, lower compression, lesser 87 Octane requirement, greater displacement, forged connecting rods, and forged crankshaft with central counterweights all suggest that the L8T was designed specifically to assuage the heavy-duty truck market's concerns.<ref>{{cite web|url=https://gmauthority.com/blog/gm/gm-engines/l8t/|publisher=GM Authority|title=GM 6.6 Liter V8 L8T Engine|date=February 6, 2019|quote=The L8T V8 is a gasoline engine produced by General Motors for use in Heavy Duty pickup trucks.|access-date=October 22, 2021|archive-date=April 8, 2024|archive-url=https://web.archive.org/web/20240408054144/https://gmauthority.com/blog/gm/gm-engines/l8t/|url-status=live}}</ref><ref>{{cite news|title=The New GM L8T Engine Is A 401ci Gen-V That Hot-Rodders Will Love|url=https://www.enginelabs.com/engine-tech/the-new-gm-l8t-engine-is-a-401ci-gen-v-that-hot-rodders-will-love/|publisher=enginelabs|first=Jeff|last=Smith|date=April 2, 2019|quote=Because this L8T is intended for heavy-duty truck pulling applications, GM lowered the static compression in order to operate this engine continuously on 87-octane gasoline.|access-date=October 22, 2021|archive-date=July 17, 2024|archive-url=https://web.archive.org/web/20240717213930/https://www.enginelabs.com/engine-tech/the-new-gm-l8t-engine-is-a-401ci-gen-v-that-hot-rodders-will-love/|url-status=live}}</ref>

Applications:

{| class="wikitable"

! scope="col" | Year(s)

! scope="col" | Model

! scope="col" | Power

! scope="col" | Torque

|-

| 2020&ndash;present

| [[Chevrolet Silverado#Fourth generation Silverado / Fifth generation Sierra (2019–present)|Chevrolet Silverado HD/GMC Sierra HD]]

| rowspan="2" | {{cvt|401|hp|kW|0}} at 5200&nbsp;rpm

| rowspan="2" | {{cvt|464|lbft|Nm|0}} at 4000&nbsp;rpm

|-

| 2021&ndash;present

| [[Chevrolet Express|Chevrolet Express/GMC Savana]] 2500/3500/4500

|}

===3.78&nbsp;in. bore blocks (2014–present)===

Unlike the previous Generation III/IV {{cvt|3.78|in|mm}} bore block families, there is no {{cvt|4.8|L|cuin}} displacement variant (having been 'replaced' by GM's 5th Generation LT V8-based V6, the {{cvt|4.3|L|cuin}} LV3).

====5.3&nbsp;L====

{{Anchor|L83}}

===== L83 =====

Dubbed EcoTec3, the {{cvt|5327|cc|L cuin|1|order=flip}} is a Generation V small block V8 truck engine (VIN code "C"). Like its Vortec 5300 Generation IV predecessor, it gets its displacement from a bore and stroke of {{cvt|96|x|92|mm|in|2}} with a compression ratio of 11.0:1.

Applications:

{| class="wikitable"

! scope="col" | Year(s)

! scope="col" | Model

! scope="col" | Power

! scope="col" | Torque

|-

| rowspan="2" | 2014&ndash;2019

| rowspan="2" | [[Chevrolet Silverado#Third-generation Silverado / fourth-generation Sierra (K2XX; 2014)|Chevrolet Silverado/GMC Sierra]] 1500

| {{cvt|355|hp|kW|0}} at 5600&nbsp;rpm

| {{cvt|383|lbft|Nm|0}} at 4100&nbsp;rpm

|-

| {{cvt|376|hp|kW|0}} at 5600&nbsp;rpm '''''E85'''''

| {{cvt|416|lbft|Nm|0}} at 4000&nbsp;rpm '''''E85'''''

|-

| rowspan="2" | 2015&ndash;2020

| rowspan="2" | [[Chevrolet Tahoe#Fourth generation (2015)|Chevrolet Tahoe/GMC Yukon]]

| {{cvt|355|hp|kW|0}} at 5600&nbsp;rpm

| {{cvt|383|lbft|Nm|0}} at 4100&nbsp;rpm

|-

| {{cvt|376|hp|kW|0}} at 5600&nbsp;rpm '''''E85'''''

| {{cvt|416|lbft|Nm|0}} at 4000&nbsp;rpm '''''E85'''''

|-

| rowspan="2" | 2015&ndash;2020

| rowspan="2" | [[Chevrolet Suburban#Eleventh generation (2015)|Chevrolet Suburban/GMC Yukon XL]]

| {{cvt|355|hp|kW|0}} at 5600&nbsp;rpm

| {{cvt|383|lbft|Nm|0}} at 4100&nbsp;rpm

|-

| {{cvt|376|hp|kW|0}} at 5600&nbsp;rpm '''''E85'''''

| {{cvt|416|lbft|Nm|0}} at 4000&nbsp;rpm '''''E85'''''

|}

{{Anchor|L8B}}

===== L8B =====

The '''L8B''' is an [[eAssist]] [[mild hybrid]] version of the '''L83''' featuring a 0.45-kWh [[lithium ion]] battery pack. This setup can improve fuel efficiency by about 13%. This adds about {{cvt|100|lb|kg|0}} to the total weight of the truck but provides an additional {{cvt|13|hp|kW|0}} and {{cvt|44|lbft|Nm|0}}.<ref>{{cite web |url=http://www.tfltruck.com/2016/11/2017-gmc-sierra-1500-eassist-hybrid-is-there-future-in-hybrid-pickup-trucks-video/ |title=2017 GMC Sierra 1500 eAssist Hybrid: Is There Future in Hybrid Pickup Trucks? |last=Smirnov |first=Andre |date=November 19, 2016 |website=www.tfltruck.com |access-date=April 5, 2017 |url-status=live |archive-url=https://web.archive.org/web/20170406021601/http://www.tfltruck.com/2016/11/2017-gmc-sierra-1500-eassist-hybrid-is-there-future-in-hybrid-pickup-trucks-video/ |archive-date=April 6, 2017 |df=mdy-all}}</ref><ref>{{cite press release |date=February 25, 2016 |title=Chevrolet Introduces 2016 Silverado with eAssist |url=http://media.gm.com/media/us/en/chevrolet/news.detail.html/content/Pages/news/us/en/2016/feb/0225-silverado-eAssist.html |___location=Detroit, MI |publisher=Chevrolet Pressroom |access-date=April 5, 2017 |archive-date=March 2, 2020 |archive-url=https://web.archive.org/web/20200302085509/https://media.gm.com/media/us/en/chevrolet/news.detail.html/content/Pages/news/us/en/2016/feb/0225-silverado-eAssist.html |url-status=live }}</ref>

Applications:

{| class="wikitable"

! scope="col" | Year(s)

! scope="col" | Model

! scope="col" | Power

! scope="col" | Torque

|-

| 2016&ndash;2018

| [[Chevrolet Silverado#Third-generation Silverado / fourth-generation Sierra (K2XX; 2014)|Chevrolet Silverado/GMC Sierra]] 1500 Hybrid

| {{cvt|355|hp|kW|0}} at 5600&nbsp;rpm

| {{cvt|383|lbft|Nm|0}} at 4100&nbsp;rpm

|}

{{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:

{| class="wikitable"

! scope="col" | Year(s)

! scope="col" | Model

! scope="col" | Power

! scope="col" | Torque

|-

! colspan="4" | L82

|-

| 2019&ndash;2021

| [[Chevrolet Silverado#Fourth-generation Silverado / fifth-generation Sierra (T1XX; 2019)|Chevrolet Silverado/GMC Sierra]]

| {{cvt|355|hp|kW|0}} at 5600&nbsp;rpm

| {{cvt|383|lbft|Nm|0}} at 4100&nbsp;rpm

|-

! colspan="4" | L84

|-

| 2019&ndash;present

| [[Chevrolet Silverado#Fourth-generation Silverado / fifth-generation Sierra (T1XX; 2019)|Chevrolet Silverado/GMC Sierra]]

| {{cvt|355|hp|kW|0}} at 5600&nbsp;rpm

| {{cvt|383|lbft|Nm|0}} at 4100&nbsp;rpm

|-

| rowspan="2" | 2021&ndash;present

| [[Chevrolet Tahoe#Fifth generation (2021)|Chevrolet Tahoe/GMC Yukon]]

| {{cvt|355|hp|kW|0}} at 5600&nbsp;rpm

| {{cvt|383|lbft|Nm|0}} at 4100&nbsp;rpm

|-

| [[Chevrolet Suburban#Twelfth generation (2021)|Chevrolet Suburban/GMC Yukon XL]]

| {{cvt|355|hp|kW|0}} at 5600&nbsp;rpm

| {{cvt|383|lbft|Nm|0}} at 4100&nbsp;rpm

|}

===3.921&nbsp;in. bore blocks (2014–present)===

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, or IV small-block V8s.

====4.3&nbsp;L====

Dubbed EcoTec3, the {{cvt|4.3|L|CID}} is a Generation V small block V6 truck engine. It gets its displacement from bore and stroke of {{cvt|99.6|x|92|mm|in|3}} with a compression ratio of 11.0 to 1. Firing order is 1-6-5-4-3-2.<ref>{{cite web |url=https://poweredsolutions.gm.com/products/lv1-engine/ |title=4.3L V6 LV1 |website=poweredsolutions.gm.com |access-date=November 10, 2021 |archive-date=September 26, 2024 |archive-url=https://web.archive.org/web/20240926010502/https://poweredsolutions.gm.com/products/lv1-engine/ |url-status=live }}</ref>

This engine replaces the unrelated [[Chevrolet 90° V6 engine#262|4.3L V6]] whose lineage dates back to 1978.

{{Anchor|LV3}}

===== LV3 =====

Applications:

{| class="wikitable"

! scope="col" | Year(s)

! scope="col" | Model

! scope="col" | Power

! scope="col" | Torque

|-

| rowspan="2" | 2014&ndash;2021

| rowspan="2" | [[Chevrolet Silverado#Third-generation Silverado / fourth-generation Sierra (K2XX; 2014)|Chevrolet Silverado/GMC Sierra]] 1500

| {{cvt|285|hp|kW|0}} at 5300&nbsp;rpm

| {{cvt|305|lbft|Nm|0}} at 3900&nbsp;rpm

|-

| {{cvt|297|hp|kW|0}} at 5300&nbsp;rpm '''''E85'''''

| {{cvt|330|lbft|Nm|0}} at 3900&nbsp;rpm '''''E85'''''

|}

{{Anchor|LV1}}

===== LV1 =====

The engine is essentially the same as the LV3, but without Active Fuel Management technology. The LV1 made its debut in the 2018 model year GM full-size vans—the 2018 Chevrolet Express and 2018 GMC Savana—as the successor to the Gen IV 4.8L [[#L20|L20]].<ref>{{cite web |url=https://gmauthority.com/blog/gm/gm-engines/lv1/ |title=GM 4.3 Liter V6 EcoTec3 LV1 Engine |website=gmauthority.com |date=September 22, 2017 |access-date=November 10, 2021 |archive-date=April 14, 2024 |archive-url=https://web.archive.org/web/20240414231629/https://gmauthority.com/blog/gm/gm-engines/lv1/ |url-status=live }}</ref>

Applications:

{| class="wikitable"

! scope="col" | Year(s)

! scope="col" | Model

! scope="col" | Power

! scope="col" | Torque

|-

| 2018–present

| [[Chevrolet Express|Chevrolet Express/GMC Savana]] 2500/3500

| {{cvt|265|hp|kW|0}} at 5200&nbsp;rpm

| {{cvt|295|lbft|Nm|0}} at 4000&nbsp;rpm

|}

==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 public.<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=2023-03-22 |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><ref>{{Cite web |last=Wren |first=Wesley |date=2023-02-03 |title=This Is Why GM Is Launching a New Small Block V8 |url=https://www.autoweek.com/news/industry-news/a42746723/why-gm-is-launching-a-new-small-block-v8/ |access-date=2023-03-22 |website=Autoweek |language=en-US |archive-date=May 1, 2024 |archive-url=https://web.archive.org/web/20240501235402/https://www.autoweek.com/news/industry-news/a42746723/why-gm-is-launching-a-new-small-block-v8/ |url-status=live }}</ref><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=2023-03-22 |website=MotorTrend |language=en |archive-date=March 24, 2023 |archive-url=https://web.archive.org/web/20230324130226/https://www.motortrend.com/news/v-8-not-dead-gm-confirms-new-sixth-gen-small-block/ |url-status=live }}</ref>

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="9" |<small>''Note 1: Depending upon vehicle application (truck, SUV, car); horsepower, torque, and fuel requirements will vary. With few exceptions, redline RPM is generally 6,000 or higher. Note 2: Block features are generally dependent upon the generation but are not always built-in. Typical features are AFM (Active Fuel Management), VVT (Variable Valve Train), and Front Wheel Drive (FWD). Features marked with an * indicate that only certain model years had that feature.''</small>

|}

==Known issues==

In the early production run of the LS-series engine, some engines encountered 'piston slap' during the first few 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.<ref>{{Cite web |title=What Is Piston Slap And False Knock? |url=https://auto.jepistons.com/blog/what-is-piston-slap-false-knock |access-date=2023-03-20 |website=auto.jepistons.com |language=en}}</ref>

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==

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, Michigan]], 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.<ref>{{cite web|url=http://media.gm.com/media/us/en/gm/news.detail.html/content/Pages/news/us/en/2011/Oct/1027_enginebuild.html|title=Build Your Own LS7 or LS9 Crate Engine|website=gm.com|date=October 28, 2011|access-date=September 30, 2013|archive-date=September 18, 2013|archive-url=https://web.archive.org/web/20130918090058/http://media.gm.com/media/us/en/gm/news.detail.html/content/Pages/news/us/en/2011/Oct/1027_enginebuild.html|url-status=live}}</ref>

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, was 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.<ref>{{cite web|url=http://www.autoblog.com/2013/09/16/gm-relocating-build-your-own-engine-program/|title=GM relocating build-your-own engine program to Bowling Green|website=autoblog.com|date=September 16, 2013 |url-status=live|archive-url=https://web.archive.org/web/20130920021611/http://www.autoblog.com/2013/09/16/gm-relocating-build-your-own-engine-program/|archive-date=September 20, 2013|df=mdy-all}}</ref>

{{Anchor|LS7.R}}

== Aftermarket ==

; LS7.R

The '''LS7.R''' engine is a variation of the LS7 used in the highly successful [[Chevrolet Corvette C6.R|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.<ref>{{cite web|url=https://www.autoblog.com/2006/11/13/corvette-racings-ls7-r-named-race-engine-of-the-year/|work=[[Yahoo (2017–present)#Brands|autoblog]]|date=13 November 2006|first=Alex|last=Nunez|title=Corvette Racing's LS7.R named Race Engine of the Year|access-date=February 18, 2022|archive-date=February 17, 2022|archive-url=https://web.archive.org/web/20220217234703/https://www.autoblog.com/2006/11/13/corvette-racings-ls7-r-named-race-engine-of-the-year/|url-status=live}}</ref>{{Anchor|LSX}}

; LSX

''LSx is also used to denote any LS engine.''

[[File:Chassis (4689544258).jpg|thumb|Chassis with LSX engine]]

At the 2006 [[SEMA (association)|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 {{cvt|364|to|511|cuin|L|1}} with a bore and stroke of {{cvt|4+1/4|x|4+1/2|in|mm|1}} and is capable of withstanding {{cvt|2500|bhp|kW|0}}. 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 [[Chevrolet Camaro (first generation)#1969|1969 Camaro]] owned by [[Reggie Jackson]]. The LSX was available starting the second quarter of 2007, set to be available in authorized dealerships and retailers on March 31, 2007. The [[Hennessey Venom GT]] also uses the LSX engine based on LS7.<ref name="Edmunds Reggie Jackson article">{{cite web| first= Ed| last= Hellwig| title= 2006 SEMA Show - Reggie Jackson Camaro| date= October 2006| url= http://www.edmunds.com/insideline/do/AutoshowArticles/articleId=117396| work= Edmunds Inside Line| access-date= August 30, 2007|url-status=dead| archive-url= https://web.archive.org/web/20070820143041/http://www.edmunds.com/insideline/do/AutoshowArticles/articleId%3D117396| archive-date= August 20, 2007}}</ref>

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 {{cvt|4.2|in|mm|1}} bore still allows {{cvt|0.2|in|mm}} 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 {{cvt|3.88|in|mm|1}} is ready for final boring/honing.

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}}

; 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.

LSX376-B15 (part number 19299306) includes forged steel crankshaft, forged powdered metal I-beam rods (both the crankshaft and rods from the LSA engine), forged aluminum pistons (9.0:1 compression), and high-flow rectangular-port six-bolt LSX-LS3 heads for supercharged and turbocharged combinations producing up to {{cvt|15|psi|bar}} of boost and up to about {{cvt|1000|hp|0}}.

LSX376-B8 (part number 19171049) is a more economical version that is capable of approximately {{cvt|8|psi|bar}}, for an engine producing approximately {{cvt|600|hp|0}}. It is designed for production-style supercharger and turbo systems used without enhancements or modifications.<ref>{{cite web|url=http://media.gm.com/content/media/us/en/gm/news.detail.html/content/Pages/news/us/en/2012/Nov/11pri/1129-lsx-block.html|title=Stronger LSX™ Bowtie Blocks are Foundations for Boost-Ready Chevrolet Performance LSX376 Crate Engines|website=gm.com|date=November 27, 2012|access-date=September 24, 2013|archive-date=September 27, 2013|archive-url=https://web.archive.org/web/20130927013158/http://media.gm.com/content/media/us/en/gm/news.detail.html/content/Pages/news/us/en/2012/Nov/11pri/1129-lsx-block.html|url-status=live}}</ref>

{{Anchor|LSX376}}

; LSX454 and LSX454R

Chevrolet Performance created the 454 big-block Chevy race engine in 1970 and continued production of the crate engine through 2001. The addition of EFI and picking up the Vortec 7400 name took place in 1996 which was replaced with the Vortec 8100 platform once the 7400 was retired. Chevrolet Performance released the 454 again in 2011 as a small-block crate engine dubbed the LSX454R officially rated at 776 horsepower at 7,000&nbsp;rpm and 649 lb-ft of torque at 5,100&nbsp;rpm. The LSX454R was discontinued in July 2018 and was recorded as one of the more powerful LS crate engines to be assembled from Chevy Performance.<ref>{{Cite web|last=Havins|first=Brian|date=2018-08-17|title=End Of The Line: A Last Look At The LSX454R|url=https://www.lsxmag.com/news/end-of-the-line-a-last-look-at-the-lsx454r/|access-date=February 15, 2022|website=LSX Magazine|language=en-US|archive-date=February 15, 2022|archive-url=https://web.archive.org/web/20220215224645/https://www.lsxmag.com/news/end-of-the-line-a-last-look-at-the-lsx454r/|url-status=live}}</ref><ref>{{Cite web|last=Kluczyk|first=Barry|date=2014-08-14|title=Big Power Numbers from GM's LSX454R, but Reliability is the Focus|url=https://www.lsxmag.com/tech-stories/engine/big-power-numbers-gms-lsx454r-reliability-focus/|access-date=February 15, 2022|website=LSX Magazine|language=en-US|archive-date=February 15, 2022|archive-url=https://web.archive.org/web/20220215230146/https://www.lsxmag.com/tech-stories/engine/big-power-numbers-gms-lsx454r-reliability-focus/|url-status=live}}</ref>{{self-published inline|date=February 2022}}

; Noonan Race Engineering

Noonan Race Engineering developed two billet aluminum blocks based on the LS engine. Bore sizes are up to {{cvt|4.185|in|mm|1}} and stroke up to {{cvt|4.500|in|mm|1}} are available, making a {{cvt|495|cuin|L|1}} displacement possible. The billet construction provides added block integrity suited to high horsepower applications. The block design incorporates turbocharger pressure feed lines in the front of the valley and oil dump ports in the side of the block to return oil to the sump. In addition to the solid block, a waterjacketed version was designed to provide better cooling options for street or endurance purposes. Noonan also developed intake manifolds for the LS, specifically for [[Turbocharger|turbocharging]] or [[Twin-turbo|twin turbo charging]] or [[Supercharger|supercharging]].<ref>{{Cite web|url=https://noonanrace.com/collections/ls-edge|title=LS Edge|last=Engineering|first=Noonan-Ultimate Race|website=Noonan - Ultimate Race Engineering|language=en|access-date=September 30, 2019|archive-date=September 9, 2024|archive-url=https://web.archive.org/web/20240909052326/https://noonanrace.com/collections/ls-edge|url-status=live}}</ref>

==See also==

* [[GMChevrolet Small-Block90° V6 engine]] - Generation I

* [[GMGeneral LTMotors Vortec engine]] - Generation II

* [[ChevroletList Corvetteof GM engines]]

==Notes==

{{reflist|group=N}}

==References==

{{Reflist|30em}}

{{commons category}}

==External links==

{{GM late engine timeline}}

* [http://www.fastlsx.com FASTLSX Forums]

* [http://www.autospeed.com/cms/A_2054/article.html LS1 article at AutoSpeed]

* [http://www.autospeed.com/cms/A_2062/article.html LS2 article at AutoSpeed]

* [http://www.ls2.com LS2.Com - GM Performance Forum]

* [http://www.ls1tech.com LS1Tech Forums]

* [http://www.ls6.com.au LSx Advanced Automotive Forum]

* [http://www.ls1.com.au Australian LS1 Discussion Forum]

* [http://www.ls1lt1.com LS1 Performance Discussion Forum]

[[Category:GMV8 engines|LS]]

[[Category:Engines by model]]

[[Category:Gasoline engines by model]]

[[Category:General Motors engines|small-block]]