The LS based small-block engine is the primary V8 used in General Motors' line of rear-wheel-drive cars and trucks. Introduced in January 1995, it is a "clean sheet" design with only rod bearings, lifters, and bore spacing in common with the longstanding Chevrolet small block V8 that preceded it as the basis for GM small-block V8s. The basic LS variations use cast iron blocks, while performance editions are all aluminium with cast iron cylinder liners.
The LS small-block has been manufactured in three Generations – III, IV, and V – with preceding Generations I and II of modular GM small-block engines having been based on the Chevrolet small-block V8 originally released in 1954. GM recycled the "LT" designation beginning with the LS Generation V "LT1" in 2014.
Several versions of the LS were used in the Chevrolet Corvette, beginning with the LS1 in 1997 through the LS9 and others in 2013. Variants of the LT version of the GM small-block have been used since.
Most of the credit for this engine family must go to Ed Koerner, GM's Powertrain vice president of engineering operations at the time. He was a V8 design veteran and former National Hot Rod Association (NHRA) record holder in drag racing. Koerner had been the Chief Engineer for all the existing GM small-block V8 engines, and was put in charge of the "all new" Gen III LS1 V-8 development project, which would share no parts with previous engines. Design team members included Alan Hayman, Jim Mazzola, Ron Sperry, Bill Compton, Brian Kaminski, Jon Lewis, Stan Turek, Don Weiderhold, and Dave Wandel.
The performance improvements in the LS-family V8s over the previous classic small block V8 family are several. The lower section of the block incorporates deep side skirts, along with 6-bolt cross-bolted main bearing caps. This fully boxes the crankshaft, creating a very strong and rigid structure that has been hot-rodded by enthusiasts to over 1,000-HP.
Although it is the same compact physical size as the classic small block V8, this block can accept a 4-inch stroke as an option in its stock form, due to the cam location being elevated slightly, compared to previous block designs. Also, the cam bearing journals are larger, to allow for a higher cam-lift profile than was previously possible. The stock aluminum heads can provide a high amount of air-flow, which previously could only be found in aftermarket race-performance heads.
The aluminum heads also incorporate steam vents to prevent gas pockets from building up in critical areas, and this is vital in allowing the coolant to manage heat build-up for high-performance applications. Such design features allow for a higher compression ratio with no fear of detonation. The thermostat has been located at a low position, which eliminates the possibility of a gas pocket preventing the thermostat from properly sensing the heat of the coolant.
Previous generations incorporated a coolant passage through the intake manifold to warm the incoming fuel-air mixture in very cold climates. However, modern fuel-injection techniques eliminate fuel atomization concerns under all conditions, so the LS family uses a dry intake manifold. This removes a common coolant leakage point, and also allows the incoming air to remain as cool as possible for better power production.
The GM Generation I and Generation II (LT) engine families are both derived from the longstanding Chevrolet small block V8. The Generation III small-block V8 was a "clean sheet" design, which replaced the Gen I and Gen II engine families in 2002 and 1995 respectively.
Like the previous two generations, the Buick and Oldsmobile small blocks, the gen III/IV can be found in many different brands. The engine blocks were cast in aluminium for car applications, and iron for most truck applications (notable exceptions include the Chevrolet TrailBlazer SS, Chevrolet SSR and a limited run of Chevrolet/GMC Extended Cab Standard Box Trucks).
The architecture of the LS series makes for an extremely strong engine block with the aluminium engines being nearly as strong as the iron generation I and II engines. The LS engine also used coil-near-plug style ignition to replace the distributor setup of all previous small-block based engines.
The traditional five-bolt pentagonal cylinder head pattern was replaced with a square four-bolt design (much like the 64-90 Oldsmobile 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, so that the LS series now corresponds to the firing pattern of other modern V8 engines (for example the Ford Modular V8).
3.898 in. bore blocks (1997–2005)
The first of the Generation IIIs, the LS1 was the progenitor of the new architecture design that would transform the entire V8 line and influence the last of the Big Blocks.
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-aluminium 5,665cc (5.7L; 345.7cuin)pushrod engine with a bore and a stroke of 99mm ×92mm (3.898in ×3.622in).[1]
LS1
When introduced in the 1997 Corvette the LS1 was rated at 345hp (257kW) at 5,600 rpm and 350lb⋅ft (475N⋅m) at 4,400 rpm. After improvements to the intake and exhaust manifolds in 2001 the rating improved to 350hp (261kW) and 365lb⋅ft (495N⋅m).[2] The LS1 was used in the Corvette from 97–04. It was also used in 98-02 GM F-Body (Camaro & Firebird) cars with a rating of over 305–325bhp (227–242kW), 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 380hp/365ft-lb[citation needed] in the HSV's YII series, and a Callaway modified version named "C4B" was fitted to HSV GTS models producing 400bhp (298kW) and 405lb⋅ft (549N⋅m) of torque.
The LS6 is a higher-output version of GM's LS1 engine and retains the same capacity. The initial 2001 LS6 produced 385bhp (287kW) and 385lb⋅ft (522N⋅m), but the engine was modified for 2002 through 2004 to produce 405bhp (302kW) and 400lb⋅ft (542N⋅m) of torque. The LS6 was originally only used in the high-performance C5 Corvette Z06 model, with the Cadillac CTS V-Series getting the 400bhp (298kW) engine later. The V-Series used the LS6 for two years before being replaced by the LS2 in 2006. For 2006, the Z06 replaced the LS6 with the new LS7. The LS6 shares its basic block architecture with the GM LS1 engine, but other changes were made to the design such as windows cast into the block between cylinders, improved main web strength and bay to bay breathing, an intake manifold and MAF-sensor with higher flow, a camshaft with higher lift and more duration, a higher compression ratio of 10.5:1, sodium-filled valves, and a revised oiling system better suited to high lateral acceleration.[3] LS6 intake manifolds were also used on all 2001+ LS1/6 engines. The casting number, located on the top rear edge of the block, is 12561168. Applications:
The 4.8 L and the 5.3 L are smaller truck versions of the LS1 and were designed to replace the 305 and the 350 in trucks. The 4.8L and the 5.3L engines share the same Gen III LS-series engine block and heads (upper end) and therefore, some parts interchange freely between these engines and other variants in the LS family.
4.8L LR4
The Vortec 4800 LR4 (VIN code "V") is a Generation III small block V8truck engine. Displacement is 4,806cc (4.8L; 293.3cuin) with a bore and stroke of 96mm ×83mm (3.78in ×3.27in). It is the smallest of the Generation III Vortec truck engines and was the replacement for the 5.0L 5000 L30. The LR4 engines in 1999 produced 255hp (190kW) while the 2000 and above models made 270–285hp (201–213kW) and all have a torque rating between 285–295lb⋅ft (386–400N⋅m), depending on the model year and application. The 2005-2006 models made 285hp (213kW) and 295lb⋅ft (400N⋅m), LR4s are manufactured at St. Catharines, Ontario and Romulus, Michigan. It uses flat top pistons.
The Vortec 5300, or LM7/L59/LM4, is a V8truck engine. It is a longer-stroked by 9mm (0.35in) version of the Vortec 4800 and replaced the L31. L59 denoted a flexible fuel version of the standard fuel LM7 engine. Displacement is 5,327cc (5.3L; 325.1cuin) from a bore and stroke of 96mm ×92mm (3.78in ×3.62in). Vortec 5300s are built in St. Catharines, Ontario and Romulus, Michigan. Another engine variant, the L33, shares the same displacement, but has an aluminum block with cast in cylinder liners, much like the LS1.
LM7
The Vortec 5300 LM7 (VIN code 8th digit "T") was introduced in 1999. It has a cast iron block and aluminum heads, and can be considered the "garden variety" version of the Generation III V8s.
The 1999 LM7 engine produced 270hp (201kW) and 315lb⋅ft (427N⋅m) of torque.
The 2000-2003 engines made 285hp (213kW) and 325lb⋅ft (441N⋅m).
The 2004-2007 engines made 295hp (220kW) and 335lb⋅ft (454N⋅m) of torque.
The Vortec 5300 L59 (VIN code "Z") is a flexible fuel version of the LM7. The 2002-2003 made 285hp (213kW) and 320lb⋅ft (434N⋅m), while the 2004-2007 L59s made 295hp (220kW) and 335lb⋅ft (454N⋅m).
The Vortec 5300 LM4 (VIN code "P") is an aluminum block version of the LM7, and had a short production life. The LM4s made 290hp (216kW) and 325lb⋅ft (441N⋅m), It should not be confused with the L33 described below.
The Vortec 5300 L33 (VIN code "B") is an aluminum block version of the LM7, known as the Vortec 5300 HO in marketing materials. The L33 uses flat top pistons from the 4.8L instead of standard dished pistons from the LM7. It also uses 799 cylinder heads, which are identical to 243 castings found on LS6s and LS2s, lacking only the Corvette spec valve springs and hollow stem exhaust valves on the 2002-2004 LS6. This combination increased the compression from 9.5:1 to 10.0:1. The L33 also had a specific camshaft not shared with any other engine, specs @ .050 duration are: 193 duration, .482 lift, 116 LSA. As a result, power increased by 15hp (11kW), to 310hp (230kW) and 335lb·ft (441 N·m). It was only available on extended cab 4WD pickup trucks. Only 25% of trucks made in 2005 had the L33 engine.
The 6.0 L is a larger version of the LS motor. 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.
6.0 L
The Vortec 6000 is a V8truck engine. Displacement is 5,967cc (6.0L; 364.1cuin) from a bore and stroke of 101.6mm ×92mm (4.00in ×3.62in). It is an iron/aluminum (1999 & 2000 model year engines had cast iron heads) design and produces 300 to 345hp (224 to 257kW) and 360 to 380lb⋅ft (488 to 515N⋅m).
LQ4
The Vortec 6000 LQ4, is a V8truck engine. Displacement is 5,967cc (6.0L; 364.1cuin) from a bore and stroke of 101.6mm ×92mm (4.00in ×3.62in). It is an iron/aluminum (1999 & 2000 model year engines had cast iron heads) design and produces 300 to 325hp (224 to 242kW) and 360 to 370lb⋅ft (488 to 502N⋅m). LQ4s are built in Romulus, Michigan and Silao, Mexico.
Chevrolet Silverado 2500 Pickup, 3500 Pickup, Crew Cab, and Chassis Cab/GMC Sierra 2500 HD Pickup and Crew Cab, C3, Denali, and 3500 Pickup and Chassis Cab, 1500HD Crew Cab
The Vortec HO 6000 or VortecMAX is a special high-output version of the Vortec 6000V8truck 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 10hp (7kW) and 10lb⋅ft (14N⋅m), bringing output to 345hp (257kW) and 380lb⋅ft (515N⋅m). LQ9s are built only in Romulus, Michigan.
In 2004, the Generation III was superseded by the Generation IV. This category of engines has provisions for high-displacement ranges up to 7,441cc (7.4L; 454.1cuin) and power output to 776bhp (579kW). Based on the Generation III design, Generation IV was designed with displacement on demand in mind, a technology that allows every other cylinder in the firing order to be deactivated. It can also accommodate variable valve timing.
A 3 valves per cylinder design was originally slated for the LS7, which would have been a first for a GM pushrod engine; but the idea was shelved owing to design complexities and when the same two-valve configuration as the other Generation III and IV engines proved to be sufficient to meet the goals for the LS7.
4.00 in. bore blocks (2005–present)
This family of blocks were the first of the generation IV small block with the LS2 being the progenitor of this family and generation. This family of blocks has seen a wide range of applications from performance vehicles to truck usage.
6.0 L
The Generation IV 6000 is a V8 engine that displaces 5,972cc (6.0L; 364.4cuin) from bore and stroke of 101.6mm ×92.075mm (4.000in ×3.625in). It features either a cast iron or aluminum engine block with cast aluminum heads. Certain versions feature variable cam phasing, Active Fuel Management, and Flex-fuel capability.
LS2
LS2 can also refer to the 1973–1974 Super Duty 455cuin (7.5L)Pontiac V8 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 400bhp (298kW) at 6000rpm and 400lb⋅ft (542N⋅m) at 4400rpm from a slightly larger displacement of 5,967cc (6.0L; 364.1cuin). It is similar to the high-performance LS6, but with improved torque throughout the rpm range. The LS2 uses the "243" casting heads used on the LS6 (although without the sodium-filled valves), a smaller camshaft, and an additional 18 cubic inches (290cc). The compression of the LS2 was also raised to 10.9:1 compared to the LS1s' 10.25:1 and the LS6s' 10.5:1. The LS2 in the E-series HSVs are modified in Australia to produce 412bhp (307kW) and 412lb⋅ft (559N⋅m) of torque. The LS2 in the Chevrolet Trailblazer SS and the Saab 9-7X Aero are rated at 395bhp (295kW) (2006–2007) or 390bhp (291kW) (2008–2009) and 400lb⋅ft (542N⋅m) of torque due to a different (sometimes referred to as a "truck") intake manifold that produces more torque at lower RPMs.
The LS2 is also used as the basis of the NASCAR Specification Engine that is used as an optional engine in NASCAR's Camping World Series East and West divisions starting in 2006, and starting in 2010 may also be used on tracks shorter than two kilometers (1.25 miles) in the Camping World Truck Series.[4]
A version of NASCAR V8 cylinder block cast in Compacted Graphite Iron by Grainger & Worrall won the UK's Casting of the Year Award 2010.[5]
The L76 is derived from the LS2, and like the LS2 it features an aluminum engine block. However, the L76 does feature Active fuel management (AFM). While the displacement on demand technology was disabled on Holdens, this feature is enabled on the 2008 Pontiac G8 GT and subsequently refitted in the 2009 model Holdens with AFM enabled, but only on models fitted with the 6L80 Automatic Transmission. The engine also meets Euro III emissions requirements. Output is 348bhp (260kW) at 5600rpm and 376lb⋅ft (510N⋅m) at 4400rpm for the Holden variant, and 361bhp (269kW) and 385lb⋅ft (522N⋅m) for the G8 GT.[6] The Vortec 6000 or new VortecMax version is based on the Holden L76 engine, and features variable cam phasing, along with Active Fuel Management. It can be considered the replacement for the Generation III LQ9 engine. It produces 367hp (274kW) at 5400rpm and 375lb⋅ft (508N⋅m) at 4400rpm. Production of the truck-spec L76 started in late 2006, and it was only available with the new body style Silverado and Sierra. The final year for the truck-spec L76 was 2009 in the Silverado and Sierra; it was replaced by the 6.2L L9H engine for MY 2010.
Applications:
2006 Holden VZ Commodore - Those built from February 2006 until July 2006 until the release of the VE series.
2006 Holden WL Statesman/Caprice - Those built from February 2006 until September 2006 until the release of the WM series.
For the tuned-port Generation I engine of the same RPO, see Chevrolet L98
The L98 is a slightly modified version of the L76. Since Holden did not use the displacement on demand technology of the L76, some redundant hardware was removed to form the L98. Power increased to 270kW (362bhp) at 5700rpm and 530N⋅m (391lb⋅ft) at 4400rpm.
L77 can also refer to the 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 ethanol. The L77 is rated at 270kW (362hp) and 530N⋅m (391lb⋅ft) of torque in the manual Commodore SS and SS-V, in automatic Commodores it is rated at 260kW (349hp) and 517N⋅m (381lb⋅ft) of torque.
The LY6 is a Generation IV small block V8 truck engine with a cast iron block. It shares the same bore and stroke as its LQ4 predecessor. Like other Gen IV engines, it features variable valve timing. It generated 361hp (269kW) at 5,600 rpm and 385lb⋅ft (522N⋅m) of torque at 4,400 rpm using "regular" gas, or ~87 octane. Redline is 6,000 rpm and compression ratio is 9.6:1. This engine uses L92 / LS3 style rectangle port cylinder heads, though without the sodium-filled exhaust valves of the LS3.
The LFA is a Generation IV small block V8 truck engine. The LFA variant is used in the GM's "two mode" hybrid GMT900 trucks and SUVs, and is an all-aluminum design. It has a 10.8:1 compression ratio and produces 332hp (248kW) at 5100 rpm and 367lb⋅ft (498N⋅m) at 4100 rpm. Engine VIN code of 5.
In 2008 this engine was selected by Wards as one of the 10 best engines in any regular production vehicle.
The LZ1 is almost entirely based on its predecessor, the LFA, but with some revisions, such as including up-integrated electronic throttle control, long-life spark plugs, GM's Oil Life System, Active Fuel Management and variable valve timing.[7] It has the same compression ratio, power and torque ratings as its predecessor, the LFA.
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 96mm ×83mm (3.78in ×3.27in). The smallest member of the Generation IV engine family, it is unique in that it is the only member of that family that is used in trucks that does not feature variable valve timing. It has a cast iron block. Power output is 260–295hp (194–220kW) and torque is 295–305lb⋅ft (400–414N⋅m).
The Vortec 4800 L20 makes more power and features variable valve timing. The system adjusts both intake and exhaust timing, but does not come with Active Fuel Management. The L20 has a cast iron block and power output is 260–302hp (194–225kW) while torque is 295–305lb⋅ft (400–414N⋅m). The Vortec 4800 base engines were dropped from the Chevrolet Tahoe and GMC Yukon in favor of the 5300 with Active Fuel Management.
The Generation IV 5.3L engines share all the improvements and refinements found in other Generation IV engines. 8 versions of the Gen IV 5.3L engine were produced: 3 iron blocks (LY5, LMG, and LMF) and 5 aluminum blocks (LH6, LH8, LH9, LC9, and LS4). All versions featured Active Fuel Management except for the LH8, LH9 and LMF.
LMF
Introduced in 2010, the LMF is a lower tech version used in the lower volume half ton vehicles cargo vans with AWD that still used the 4 speed automatic, and do not use Active Fuel Management.
The Vortec 5300 LH6 (VIN code "M") with Active Fuel Management replaced the LM4 for 2005, and was the first of the Generation IV small block V8 truck engines to go into production. The LH6 produced 300 to 315hp (224 to 235kW) and 330 to 338lb⋅ft (447 to 458N⋅m). It is the aluminum block counterpart to the 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 320hp (239kW) and 340lb⋅ft (461N⋅m) of torque; while for pickup truck applications, it is rated at 315–320hp (235–239kW) at 5200 rpm and 335–340lb⋅ft (454–461N⋅m) at 4000 rpm
The Vortec 5300 LMG (VIN code "0") is the flexible-fuel version of the LY5. Power and torque ratings for SUV and pickup truck applications are the same as each application's LY5 rating. Variable valve timing was added for the 2010 model year.
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 320hp (239kW) at 5400 rpm and 335lb⋅ft (454N⋅m) at 4000 rpm.[8] Pickup truck applications are rated at 315hp (235kW) at 5300 rpm and 335lb⋅ft (454N⋅m) at 4000 rpm.[8] Variable valve timing was added for the 2010 model year.
The LH8 was introduced in 2008 as the V8 option for the Hummer H3. It was the most basic engine of its family, it did not use any special technology. 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 5.3 L Gen IV small block V8 modified to fit in the engine bay of the GMT 345 SUV and GMT 355 trucks. It produces 300hp (224kW) at 5200 rpm and 320lb⋅ft (434N⋅m) at 4000 rpm. It has a displacement of 5,327cc (5.3L; 325.1cuin)[9] and a compression ratio of 9.9:1.[10]
coil near plug, platinum-tipped spark plugs, low-resistance spark plug wires
Fuel delivery:
sequential fuel injection
Compression ratio:
9.9:1
Horsepower (hp/kW @ rpm):
300/224 @ 5200
Torque (lb.-ft./Nm @ rpm):
320/434 @ 4000
Recommended fuel:
regular unleaded
Maximum engine speed (rpm):
6000
Emissions controls:
evaporative system, four close-couple and underfloor catalytic converters
LH9
In 2010, the LH8 was replaced by the LH9. The LH9 was upgraded with Variable Valve Timing (VVT) and flex fuel capability. The Vortec 5300 LH9 produces 300hp (224kW) at 5200 rpm and 320lb⋅ft (434N⋅m) at 4000 rpm. It has a displacement of 5,327cc (5.3L; 325.1cuin).[9] The compression ratio was 9.9:1 for 2010, but was reduced to 9.7:1 for the remaining two years of production.[11][12][13]
The LS4 is a 5,327cc (5.3L; 325.1cuin) version of the Generation IV block. Though it has the same displacement as the Vortec 5300 LY5, it features an aluminum block instead of iron, and it uses the same cylinder head casting as the Generation III LS6 engine. The bellhousing bolt pattern differs from the rear-wheel drive blocks.
This engine is adapted for transversefront-wheel drive applications. According to GM, "The crankshaft is shortened 13–3mm (0.51–0.12in) at the flywheel end and 10mm (0.39in) 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."[14]Active Fuel Management is also used. Output of this version is 303hp (226kW)/300hp on LaCrosse Super and 323lb⋅ft (438N⋅m).
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.[15] This was done to increase both bore size and block strength.
LS7 can also refer to a 454 over the counter 460+ hp high compression engine Chevrolet Big-Block engine of the 1970s
The LS7 is a 7,011cc (7.0L; 427.8cuin) engine, based on the Gen IV architecture. The block is changed, with sleeved cylinders in an aluminum block with a larger bore 4.125in (104.8mm) and longer stroke 4in (101.6mm) than the LS2. The small-block's 4.4in (110mm) bore spacing is retained, requiring pressed-in cylinder liners. The crankshaft and main bearing caps are forged steel for durability, the connecting rods are forged titanium, and the pistons are hypereutectic. The two-valve arrangement is retained, though the titanium intake valves by Del West have grown to 2.2in (56mm) and sodium-filled exhaust valves are up to 1.61in (41mm).
Peak output is 505bhp (512PS; 377kW) at 6300rpm and 470lb⋅ft (637N⋅m) of torque at 4800rpm with a 7000rpm redline.[16] During GM's reliability testing of this engine in its prototype phase, the LS7 was remarked to have been repeatedly tested to be 8000rpm capable, although power was not recorded at that rpm level, due to the constraints of the camshaft's hydraulic lifters and the intake manifold ability to flow required air at that engine speed.
The LS7 is hand-built by the General Motors Performance Build Center in Wixom, Michigan. Most of these engines are installed in the Z06, some are also sold to individuals by GM as a crate engine. While it has the same displacement the Hennessey Venom GT utilizes an iron block LSX, not an LS7. The 2014 and 2015 z28 were the only Camaros to receive the 427 LS7.
After an extensive engineering process over several years, Holden Special Vehicles fitted the LS7 to a special edition model: the W427. The HSV-tuned engine produced 375kW (510PS; 503bhp) at 6500 rpm and 640N⋅m (472lb⋅ft) at 5000 rpm of torque.[17] It was unveiled at the Melbourne International Motor Show on February 29, 2008[18] and went on sale in August 2008. The first Australian car to be fitted with this engine, however, was the CSV GTS of 2007, which was claimed to have a power output of 400kW (536hp) and 600N⋅m (443lb⋅ft).[19]
This family was designed as a replacement for the LS2 but enlarged to better accommodate variable valve timing and Active Fuel Management while still generating good performance. This family of engines has mainly seen duty in performance cars and high-end SUVs.
6.2 L
L92
The 2007 Cadillac Escalade has a 6,162cc (6.2L; 376.0cuin)Vortec 6200 (RPO L92) engine. It is an all-aluminum design which, while still a pushrod engine, boasts variable valve timing. The system adjusts both intake and exhaust timing between two settings. This engine produces 403hp (301kW) and 417lb⋅ft (565N⋅m) in the GMC Yukon Denali/XL Denali, GMC Sierra Denali, Hummer H2, and briefly in the Chevrolet Tahoe LTZ (midway through MY 2008 through MY 2009) and rated at 403hp (301kW) and 415lb⋅ft (563N⋅m). Starting in 2009, it was also available in the Chevrolet Silverado and GMC Sierra, as the L9H, with power ratings of 403hp (301kW) and 417lb⋅ft (565N⋅m). Engines built prior to April 1, 2006 contained AFM components, but the software was not present in the PCM and thus the system was not functional. Engines built after this date did not have any AFM components, and instead used a valley cover plate similar to the L20, save for the L94 variants mentioned below.
The 2009 L92 was modified with Flex Fuel capability, becoming the L9H. In 2010, the L9H was further modified with Active Fuel Management, becoming the L94 (in the Cadillac Escalade and GMC Yukon Denali).
The LS3 was introduced as the Corvette's new base engine for the 2008 model year. It produces 430bhp (321kW; 436PS) at 5900rpm and 424lb⋅ft (575N⋅m) at 4600rpm without the optional Corvette exhaust and is SAE certified. The block is an updated version of the LS2 casting featuring a larger bore of 103.25mm (4.065in) creating a displacement of 6,162cc (6.2L; 376.0cuin). It also features higher flowing cylinder heads sourced from the L92, a more aggressive camshaft with 0.551in (14mm) lift, a 10.7:1 compression ratio, a revised valvetrain with 0.236in (6mm) offset intake rocker arms, a high-flow intake manifold and 47lb (21kg)/hr fuel injectors from the LS7 engine.
The L76/L92/LS3 cylinder heads use 2.165in (55mm) intake valves, and 1.59in (40mm) exhaust valves. Improved manufacturing efficiency makes these heads cheaper than the outgoing LS6 heads, and severely undercuts aftermarket heads. The large valves, however, limit maximum rpm - 6000 in the L76 (with AFM), and 6600 in the LS3 (with hollow stem valves).
In addition to the above, a dual-mode exhaust package with a bypass on acceleration was available on C6 Corvettes. The dual-mode exhaust uses vacuum-actuated outlet valves, which control engine noise during low-load operation, but open for maximum performance during high-load operation. The system is similar to the C6 Z06, but uses a 2.5in (64mm) diameter exhaust compared to the Z06's 3in (76.2mm). Power is boosted to 436hp (325kW) and 428lb⋅ft (580N⋅m) with this option. A similar system was optional on later model 5th generation Chevrolet Camaros and standard on the 2016-2017 Chevrolet SS, but no horsepower or torque increases were advertised on those vehicles.
From April 2008, Australian performance car manufacturer HSV adopted the LS3 as its standard V8 throughout the range, replacing the LS2. The LS3 received modifications for its application to HSV E Series models, producing 425bhp (317kW). The LS3 engine in the E Series II GTS (released September 2009) was upgraded to produce 436bhp (325kW). All HSV MY12.5 excluding the base Maloo and Clubsport variants have been upgraded to produce 436bhp (325kW).
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.
For the 4.3L (260cuin) Generation II engine of the same RPO, see GM LT Engine
The L99 is derived from the LS3 with reduced output but adds Active Fuel Management (formerly called Displacement on Demand) and variable valve timing, which allows it to run on only four cylinders during light load conditions.
The Gen IV LS9 is a supercharged 6,162cc (6.2L; 376.0cuin) engine, based on the LS3; the LS7 block was not used due to the higher cylinder pressures created by the supercharger requiring the thicker cylinder walls of the LS3. Cylinder dimensions are now bore and stroke of 103.25mm ×92mm (4.065in ×3.622in). It is equipped with an Eaton four-lobe Roots type supercharger and has a compression ratio of 9.1:1. Power output is rated 638bhp (647PS; 476kW) at 6500rpm and 604lb⋅ft (819N⋅m) at 3800rpm of torque.[21] Note: GM previously used the LS9 RPO code on 1969 and later Chevrolet trucks (both 2WD and 4WD) including Blazers, Jimmys, Suburbans, as well as car carriers. The original LS9 was a 350cuin (5.7L) V8, developing 160hp (119kW) and 245lb⋅ft (332N⋅m) of torque.
The supercharged 6.2L LSA is similar to the LS9 and debuted in the 2009 CTS-V. The LSA has been SAE certified at 556bhp (415kW) at 6100rpm and 551lb⋅ft (747N⋅m) at 3800rpm. GM labeled it "the most powerful ever offered in Cadillac's nearly 106-year history". The LSA features a smaller 1.9L (120cuin) capacity supercharger rather than the 2.3L (140cuin) variant of the LS9. Other differences include a slightly lower 9.0:1 compression ratio, single unit heat exchanger and cast pistons.
A 580bhp (433kW) and 556lb⋅ft (754N⋅m) 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 will also be used in the GEN-F GTS.
In 2007, wardsauto.com reported that the LS3 (used by 2008 Chevrolet Corvette) and Vortec 6000 LFA (used by 2008 Chevrolet Tahoe Hybrid) engines would be the final two designs in the Generation IV small-block engine family, and the future designs would be part of the Generation V engine family. An experimental engine was built based on L92 engine from Cadillac Escalade, GMC Yukon Denali and Hummer H2, and reported to generate 450bhp (336kW) on gasoline via direct fuel injection, increased compression ratio to 11.5:1, and a modified engine controller.[22] The first Gen V LT engine was the LT1, announced in 2012 as the initial powerplant for the redesigned 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 4.4in (110mm) 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 heads. 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, there is very little interchange with the Gen III/IV engines.
This family of blocks were the first of the generation V small block with the LT1 being the progenitor of this family and generation. This family of blocks has seen a wide range of applications from performance vehicles to truck usage.
6.2 L
LT1
For the 5.7L (350cuin) Generation II engine of the same RPO, see GM LT Engine
The 6.2L; 376.0cuin (6,162cc) LT1 engine debuted in the 2014 Chevrolet Corvette Stingray and is the first Generation V small block engine. Like its LS3 predecessor, it gets its displacement from a bore and stroke of 103.25mm ×92mm (4.065in ×3.622in) with a compression ratio of 11.5 to 1.
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.
The 6.2L; 376.0cuin (6,162cc) 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 remains the same, but whereas the L86's 'Active Fuel Management' alternates between V4 & V8 modes, the L87's 'Dynamic Fuel Management' can alternate between any of 17 different firing orders which vary both how many and which cylinder[s] are actually firing based on demand calculated every 125 milliseconds.
The L8T is the first iron block member of the Gen V family. It shares its 103.25mm bore with the L86, but with a longer stroke of 98mm to displace 6.6 Liters. It is rated for 401 horsepower at 5,200 RPM and 464lb-ft of torque at 4,000 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 101.6mm, to optimize rod ratio for reliability.
Rather than allow a "high-strung" small block to fail the HD truck market, the iron block, lack of both stop-start and cylinder deactivation, longer stroke and rod ratio, lower compression, mere 87 Octane requirement, and greater displacement all suggest that the L8T was designed specifically to assuage the HD truck market's concerns. [citation needed]
For the 5.7L (350cuin) Generation II engine of the same RPO, see GM LT Engine
The 6.2L; 376.0cuin (6,162cc) 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 6.2 L naturally aspirated engine, incorporating several unique features designed to support its higher output and the greater cylinder pressures created by forced induction, including: Rotocast A356T6 aluminum cylinder heads that are stronger and handle heat better than conventional aluminum heads, lightweight titanium intake valves, forged powder metal steel connecting rods which are highly machined to an optimized geometry for increased strength while eliminating unnecessary reciprocating mass, 10.0:1 compression ratio, high for a forced-induction engine, enhances performance and efficiency and is enabled by direct injection, forged aluminum pistons with unique, stronger structure to ensure strength under high cylinder pressures, stainless steel exhaust manifolds for structure at higher temperatures, aluminum balancer for reduced mass, and standard dry-sump oiling system with a dual-pressure-control oil pump.[23] The engine uses a 1.7L (103.7cuin)EatonTVS Supercharger. Although smaller than the previous 2.3L (140.4cuin) supercharger used on the sixth-gen ZR1, it spins to 5000 RPM faster thus generating boost quicker while making only slightly less total boost than the LS9 engine.[24]
The 6.2L; 376.0cuin (6,162cc) LT5 engine debuted in the seventh-generation Corvette ZR1 at the 2017 Dubai Motor Show. It draws its name from the 5.7L LT5 from the C4 manufactured from 1989–1995. The original LT5 is rarely known as a Chevy small block V8, as it was designed and built with Lotus, and implements a DOHC 32 Valve multi-port injection system, instead of the push-rod design. The new (and unrelated) LT5, however, has increased its displacement from 5.7 to 6.2 L, retains the Gen V OHV valvetrain, and is topped with a 2.6L (158.7cuin) Eaton TVS Supercharger and an improved intercooler. It simultaneously couples the standard direct injection system found on Gen 5 engines with port fuel injection. Power output is 755bhp (765PS; 563kW) at 6400 rpm and 715lb⋅ft (969N⋅m) of torque at 3600 rpm.
Unlike the previous Generation III/IV 3.78in (96mm) bore block families, there is no 4.8L (290cuin) displacement variant (having been 'replaced' by GM's 5th Generation LT V8-based V6, the 4.3L (260cuin) LV3).
5.3 L
L83
Dubbed EcoTec3 5.3L (320cuin) 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 96mm ×92mm (3.78in ×3.62in) with a compression ratio of 11.0 to 1.
The L8B is an eAssistmild hybrid version of the L83 featuring a .45-KWH lithium ion battery pack. This setup can improve fuel efficiency by about 13%. This adds about 100lb (45kg) to the total weight of the truck but provides an additional 13hp (10kW) and 44lb⋅ft (60N⋅m).[25][26]
The L82 is one of two 5.3 liter V8s available in the 4th generation Chevrolet Silverado and 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.
L84
The L84 is one of two 5.3 liter 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.
3.921 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 L
LV3
Dubbed EcoTec3 4.3L (260cuin) is a Generation V small block V6 truck engine. It gets its displacement from bore and stroke of 99.6mm ×92mm (3.921in ×3.622in) with a compression ratio of 11.0 to 1. Firing order is 1-6-5-4-3-2.
This engine replaces the unrelated 4.3 L V6 whose lineage dates back to 1978.
The 8th 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.
Note 1: depending upon vehicle application (truck, suv, car); horsepower, torque, and fuel requirements will vary. VIN code indicating engine RPO is usually not consistent between vehicle types (cars or trucks) or years. with few exceptions, RPM redline is generally 6000 or higher Note 2: block features are generally dependent upon the Generation but are not always built-in. typical features are AFM (Advanced Fuel Management), VVT (Variable Valve Train), Front Wheel Drive (FWD) and other improvements. features marked with an * indicate that only certain model years have that feature
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. The noise of 'piston slap' often is louder when listening for it below the oil pan.
Another common problem with the 2001-2006 5.3L engines was cracking cylinder heads. This is commonly called the 'Castech Head' failure on the internet. GM issued a TSB on this failure to help service techs identify the problem. The head casting 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.[32]
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.[33]
The build-your-own engine program associated with the V8 engines, available for buyers of Chevrolet Corvette, Cadillac XLR and certain top-spec Chevrolet Camaro models, were temporarily halted after the closure of GM Performance Build Center in Wixom, Michigan. The program's venue was reported to be relocated to the Corvette assembly plant in Bowling Green, Kentucky.[34]
Aftermarket
LS7.R
The LS7.R engine is a variation of the LS7 used in the highly successful C6.RAmerican Le Mans Series racecar. It was crowned as Global Motorsport Engine of the year by a jury of 50 race engine engineers on the Professional Motorsport World Expo 2006 in Cologne, Germany.
LSX
LSx is also used to denote any LS engine.
Chassis with LSX engine
At the 2006 SEMA show, GM Performance Parts introduced the LSX engine, an all-new cast-iron racing block based on the LS7 engine. It was designed with help from drag racing legend Warren Johnson. It offers displacements ranging from 364 to 511cuin (6.0 to 8.4L) with a bore x stroke of 41⁄4in ×41⁄2in (108.0mm ×114.3mm) and is capable of withstanding 2,500bhp (1,864kW). This block incorporates two extra rows of head-bolt holes per bank for increased clamping capacity. The six bolt steel main caps are the same ones used on the LS7 engine. The engine debuted at the auto show in a customized 1969 Camaro owned by Reggie Jackson. The LSX will be available starting the second quarter of 2007, set to be available in authorized dealerships and retailers on March 31, 2007. The Hennessey Venom GT also uses the LSX engine based on LS7.[35]
Chevrolet Performance LSX Bowtie block includes LSX specific six-bolts-per-cylinder head bolt pattern, billet-steel six-bolt dowel-located main bearing caps, extra-thick deck for maximum clamping force, extra-thick cylinder walls allow increased bore capacity (maximum 4.2in (106.7mm) bore still allows 0.2in (5.1mm) minimum wall thickness), true priority main oiling system, main web bay-to-bay breathing holes reduce crank windage, orange powder coat finish, machined bore at 3.88in (98.6mm) is ready for final boring/honing.
A 396cuin (6.5L) version is used in NASCAR for the Gander Outdoors 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.
LSX376
Chevrolet Performance LSX376 crate engines are updated versions of LSX crate engine family designed to support up to 1,000hp (746kW). All models use 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 LSA engine) and forged aluminum pistons (9.0:1 compression), high-flow rectangular-port six-bolt LSX-LS3 heads for supercharged and turbocharged combinations producing up to 15psi (1.0bar) of boost and up to about 1,000hp (746kW).
LSX376-B8 (part number 19171049) is a more economical version that is capable of approximately 8psi (0.55bar), for engine producing approximately 600hp (447kW). It is designed for production-style supercharger and turbo systems used without enhancements or modifications.[36]
LS Edge
Noonan Race Engineering developed two billet aluminium blocks based on the LS engine. Bores sizes up to 4.185 in and strokes up to 4.5 in are available, making a 495 cu in 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 also designed to provide better cooling options for street or endurance purposes.[37]
The Chevrolet Silverado is a range of trucks manufactured by General Motors under the Chevrolet brand. Introduced for the 1999 model year, the Silverado is the successor to the long-running Chevrolet C/K model line. Taking its name from the top trim level from the Chevrolet C/K series, the Silverado is offered as a series of full-size pickup trucks, chassis cab trucks, and medium-duty trucks. The fourth generation of the model line was introduced for the 2019 model year.
The Chevrolet "Big Block" is a term for a series of large displacement V8 engines that have been developed and produced in the United States from the 1950s until 2009. As American automobiles grew in size and weight following the Second World War, the engines powering them had to keep pace. Chevrolet had introduced its popular small block V8 in 1955, but needed something larger to power its medium duty trucks and the heavier cars that were on the drawing board.
1}} 3.67 in (93.2 mm) 3.736 in (94.9 mm) 3.75 in (95.3 mm) 3.875 in (98.4 mm) 4 in (101.6 mm) 4.125 in (104.8 mm) |stroke = 3 in (76.2 mm) 3.1 in (78.7 mm) 3.25 in (82.6 mm) 3.48 in (88.4 mm) 3.75 in (95.3 mm) |displacement = 262 cu in (4.3 L) (1975-1976) 265 cu in (4.3 L) (1955-1957) 267 cu in (4.4 L) (1979-1982) 283 cu in (4.6 L) (1957-1967) 302 cu in (4.9 L) (1967-1969) 305 cu in (5.0 L) (1976-2002) 307 cu in (5.0 L) (1968-1973) 327 cu in (5.4 L) (1962-1969) 350 cu in (5.7 L) (1967-2003) 400 cu in (6.6 L) (1970-1981) |valvetrain = OHV 2 valves x cyl. DOHC 4 valves x cyl. (LT5) |fueltype = Gasoline |fuelsystem = Carburetor, fuel injection |coolingsystem = Water cooled |compression = 8.2:1, 8.3:1, 8.4:1, 8.5:1, 8.6:1, 9.0:1, 9.1:1, 9.5:1, 10.25:1, 11.0:1 |redline = 6,500 |power = 110–475 hp (82–354 kW) |torque = 215–400 lb⋅ft (292–542 N⋅m) |predecessor = Chevrolet Series D |successor = Gen III-V GM small-block engine }} The Chevrolet small-block engine is a series of V8 automobile engines used in normal production by the Chevrolet division of General Motors between 1954 and 2003, using the same basic engine block. Referred to as a "small-block" for its comparative size relative to the physically much larger Chevrolet big-block engines, the family spanned from 262 cu in (4.3 L) to 400 cu in (6.6 L) in displacement. Engineer Ed Cole is credited with leading the design for this engine.
The General Motors 60° V6 engine family was a series of 60° V6 engines which were produced for both longitudinal and transverse applications. All of these engines are 12-valve cam-in-block or overhead valve engines, except for the LQ1; which uses 24 valves driven by dual overhead cams. These engines vary in displacement between 2.5 and 3.4 litres and have a cast-iron block and either cast-iron or aluminum heads. Production of these engines began in 1980 and ended in 2005 in the U.S., with production continued in China until 2010. This engine family was the basis for the GM High Value engine family. These engines have also been referred to as the X engines due to their first usage in the X-body cars.
The Chevrolet straight-six engine was Chevrolet's sole engine from 1929 through 1954, and was the company's base engine starting in 1955 when they added the small block V8 to the lineup. It was completely phased out in North America by 1990; in Brazil, GM held on to their fuel-injected version through the 1998 model year. It was replaced by more recently developed V6 and four-cylinder engines. Many popular cars and trucks, including the Chevrolet Camaro, Chevrolet Impala, and Chevrolet Suburban used the inline-six as the base engine. Chevrolet did not offer another inline-six until the 2002 General Motors Atlas engine's debut in the Chevrolet TrailBlazer.
The Buick V6, popularly referred to as the 3800, originally 198 cu in (3.2 L) and initially marketed as Fireball at its introduction in 1962, was a large V6 engine used by General Motors. The block is made of cast iron and all use two-valve-per-cylinder iron heads, actuated by pushrods. The engine, originally designed and manufactured in the United States, was also produced in later versions in Australia.
The High Value engine family from General Motors is a group of Cam in Block or "Overhead valve" V6 engines. They use the same 60° vee bank as the 60° V6 family they are based on, but the new 99 mm (3.90 in) bore required offsetting the bores by 1.5 mm (0.059 in) away from the engine centerline. These engines are the first cam in block engines to implement Variable valve timing, and won the 2006 Breakthrough Award from Popular Mechanics for this innovation. For the 2007 model year, the 3900 engine features optional displacement on demand or "Active Fuel Management" which deactivates a bank of cylinders under light load to increase highway fuel economy. It was rumored GM would produce a 3-valve design, but that never came to be. These engines were produced primarily at the GM factory in Tonawanda, New York and at the Ramos Arizpe engine plant in Mexico. The assembly line for this engine was manufactured by Hirata Corporation at their powertrain facility in Kumamoto, Japan.
The Duramax V8 engine is a General Motors Diesel V8 engine family for trucks. The 6.6-liter Duramax is produced by DMAX, a joint venture between GM and Isuzu in Moraine, Ohio. The Duramax block and heads are poured at The Defiance GM Powertrain foundry in Defiance County, Ohio. This engine was initially installed in 2001 Chevrolet and GMC trucks, and has been an option since then in pickups, vans, and medium-duty trucks. In 2006, production at Moraine was reportedly limited to approximately 200,000 engines per year. On May 9, 2007, DMAX announced the production of the 1,000,000th Duramax V-8 diesel at its Moraine facility. The 2,000,000th Duramax V8 engine rolled off the line in Moraine on March 24, 2017.
The Chevrolet Suburban is a full-size SUV from Chevrolet. The name started in 1934 for the 1935 U.S. model year, making it the longest continuously used automobile nameplate in production. It has traditionally been one of General Motors' most profitable vehicles. The 1935 first generation Carryall Suburban was one of the first production all-metal bodied station wagons. It now comes with two engine options: either a 5.3 liter V8 or a 6.2 liter V8.
The Oldsmobile V8, also referred to as the Rocket, is series of engines that was produced by Oldsmobile beginning in 1949. The Rocket, along with the 1949 Cadillac V8, were the first post-war OHV V8 engines produced by General Motors. Like all other GM divisions, Olds continued building its own V8 engine family for decades, adopting the corporate Chevrolet 350 small-block and Cadillac Northstar engine only in the 1990s. All Oldsmobile V8s were manufactured at plants in Lansing, Michigan.
Cadillac was the first automobile maker in the world to mass-produce V8 engines. The company has produced many generations and variations of V8s since 1914. In 2010, when the Northstar engine series ended production, it became the last General Motors division to retain its own proprietary V8 design.
Atlas is a name for a family of modern inline piston engines for trucks from General Motors, used in the GMT 355 and GMT360 platforms. The series debuted in 2002 with the Oldsmobile Bravada, and is also used in the Buick Rainier, the Chevrolet TrailBlazer and Colorado, the GMC Envoy and Canyon, the Hummer H3, Isuzu Ascender and i-370, and the Saab 9-7X. The engines use GM's Vortec name, and Straight-4, Straight-5, and Straight-6 engines are all part of the same family, sharing the same manufacturing equipment, rods, pistons, valves, and other parts. They feature coil-on-plug ignition systems, variable valve timing on the exhaust side, electronic throttle control, and a special oil pan with a pass-through for the half shafts in four-wheel drive vehicles. The inclusion of VVT on the exhaust camshaft side allows the Atlas series to meet emissions standards without the use of EGR, simplifying the engine design and increasing power for a broad power curve. The LL8 shares 75% of its components with the LK5 and L52; while the LK5 and L52 share 89% of their components.
The 122 engine was designed by Chevrolet and was used in a wide array of General Motors vehicles. The 122 was similar to the first two generations of the General Motors 60° V6 engine; sharing cylinder bore diameters and some parts. The 122 was available in the US beginning in 1982 for the GM J platform compact cars and S-series trucks.
Super Sport, or SS, is the signature performance option package offered by Chevrolet on a limited number of its vehicles. All SS models come with distinctive "SS" markings on their exterior. The SS package was first made available for the 1961 Impala. Some of the other models bearing the SS badge include the Camaro, Chevelle, El Camino, Impala, Monte Carlo, Nova and Chevrolet Pickup Truck. Current SS models are produced by the GM Performance Division.
GMC shared some engines with other General Motors divisions. But like their straight-6, GMC also has its own line of V8 engines.
The Chevrolet S-10 Blazer and its badge engineered GMC S-15 Jimmy counterpart are compact/mid-size SUVs manufactured and marketed by Chevrolet and GMC from the 1983 through 2005 model years across two generations.
The 4L60E is a series of automatic transmissions from General Motors. Designed for longitudinal engine configurations, the series includes 4 forward gears and 1 reverse gear. The 4L60E is the electronically commanded evolution of the Turbo-Hydramatic 700R4, originally produced in 1982.
General Motors introduced a line of Diesel V8 engines for their C/K pickup trucks in 1982. This engine family was produced by GM through 2000, when it was replaced by the new Duramax line. AM General's subsidiary General Engine Products (GEP) still produces a military variant of this engine for the HMMWV.
The Chevrolet 90° V6 family of V6 engines began in 1978 with the Chevrolet 200 cu in (3.3 L) as the base engine for the all new 1978 Chevrolet Malibu. The original engine family was phased out in early 2014, with its final use as the 4.3 L (262 cu in) V6 engine used in Chevrolet and GMC trucks and vans. Its phaseout marks the end of an era of Chevrolet small-block engine designs dating back to the 1955 model year. A new Generation V 4.3 L (262 cu in) V6 variant entered production in late 2013, based on the LT1 small block V8 used in the 2014 Chevrolet Silverado.
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