The desire to swap these engines into other vehicles is at an all-time high. Finding an LS engine for your project can be as simple as a stroll through the local salvage yard, a website visit, or a phone call to your local dealer. You can select a “take-out” engine from a damaged or totaled vehicle in a salvage yard, build an engine from component parts, or pick out a crate engine with a warranty from many different LS engine dealers and Chevy Performance. Many different models of these venerable engines are available from a variety of sources.
Gen III: A Revolution in V-8 Performance
All aluminum and cast-iron blocks built from 1997 through 2004 are basically the same. However, there are some minor differences within this time frame, including an important internal difference. The outside diameter (OD) of the camshaft bore was changed in 2004. Although the cam itself remained the same, the bearing OD changed, and required a different set of cam bearings.
General Motors utilized the Gen III platform for the full range of GM trucks. With two years of experience under its belt, General Motors replaced the aging Gen I 305 and 350 small-block truck engine platform with Gen III engines. The new truck and SUV powertrain was offered in three displacements: 4.8-, 5.3-, and 6.0-liter. These V-8 engines were installed in every GM truck and SUV from 1999 to 2007. The 4.8- and 5.3-liter engines have the same aluminum cylinder heads. The Vortec truck engines have proven to be a popular swap because of their abundant availability. You can pick up a Vortec Gen III for next to nothing.
The scalloped holes at the top right side of the main webs on the block illustrate the crankcase breathing holes. This promotes proper ventilation for the air and oil vapor in the Gen III/IV engines. (Photo Courtesy General Motors)
In 2005, when the Gen IV platform began replacing the popular Gen III, the evolution in pushrod engine technology took another step forward. Based on Gen III architecture, these new engines took advantage of displacement-on-demand (DOD) technology, which General Motors called Active Fuel Management (AFM). With AFM, the engine alternates firing of the pistons among all eight to as few as four pistons, saving fuel and reducing emissions. Although the technology has been offered on the Gen IV platform, this engine series was designed to accept Variable Valve Timing (VVT) and to accept three valves per cylinder.
But that did not mean the Gen III disappeared from production in 2005. The LS1 was still in production for the Holden VE and W models and the LS6-powered Cadillac CTS-V, while the Chevy Performance division continued to offer both engines. In fact, Gen III engine production continued for new vehicles until 2005 when two all-new engine platforms were released: the Gen IV LS2 and LS4.
Pumping out 505 hp, the LS7 was the first dry-sump LS engine, and it’s a favorite for swap projects because you don’t have the oil pan clearance issues that you have with a wet-sump engine. In addition, this fourth-gen engine is one of the most powerful naturally aspirated engines and is standard equipment in the Corvette Z06 and Camaro Z28. (Photo Courtesy General Motors)
Cadillac and Chevrolet needed an engine to turn the CTS-V and ZL1 Camaro into street demons, so General Motors came up with the LSA. The slightly smaller Eaton supercharger reduces the overall output to 556 hp compared to the LS9. The LSA is also available as a crate engine. (Photo Courtesy General Motors)
The LS9 is the ultimate LS powerplant, making 638 hp with the intercooled supercharger. When it was released, it was the most powerful production engine ever made by a U.S. manufacturer. It was installed in the ZR1 Corvette and the ZL1 Camaro. The 6.2-liter engine is available as a crate engine from GM Performance. (Photo Courtesy General Motors)
In 2014, General Motors introduced the LT1, the next evolution in small-block pushrod engine technology. Upgraded from the LS-series, the LT-series engines share some basic architecture, but are a completely new line of engines.
The biggest advancement in the LT series is direct injection. Similar to diesel fuel systems, the mechanical pump pressurizes the fuel to more than 2,000 psi and injects it directly into the combustion chamber, ensuring there is no issue with atomization and yielding absolute control over the engine’s fuel use. (Photo Courtesy General Motors)
In 2006, the LS7, the ultimate Gen IV engine, was installed in the Corvette Z06 and made quite an impression in the high-performance community. This fire-breathing small-block produced 505 hp and earned the distinction as the most powerful naturally aspirated production small-block Chevy engine ever built. In 2005, the truck engine line changed to the Gen IV platform, adding six new Gen IV blocks. By 2008, the 6.0-liter L76 and the 6.2-liter LS3 joined the Gen IV line. With the popularity of the Gen III and Gen IV engines, General Motors developed specially for the aftermarket the LS364 carbureted Gen IV engine and the LSX bare block for retrofitting and swapping.
To further push the Gen IV performance envelope, General Motors stepped up its game with two new ultra-high-performance engines to stay on top of the late-model horsepower wars: the LSA and the LS9, both based on the LS3 block.
The LSA is a supercharged 6.2 liter that utilizes a 1.9-liter roots-type Eaton supercharger to build 556 brake hp (flywheel) and 551 ft-lbs of torque. The LSA is available in the 2009–up Cadillac CTS-V models as well as the 2012–up ZL1 Camaro.
The LS9 also measures 6.2 liters, but uses a 2.3-liter Eaton Roots blower to generate the 638 bhp and 604 ft-lbs of torque, making it the most powerful GM V-8 ever produced. Just like the LS7, the LS9 features a 10.75-quart dry-sump oiling system. The LS9 is used in the 2009–2013 Corvette ZR1.
In 2013, General Motors released the Gen V platform and adorned it with the LT-series designation. Although not to be confused with Gen II Chevy small-blocks, this engine series will eventually replace the LS-series engine in all platforms. The Gen V shares the look of the III/IV series, but is an all-new engine platform. The LT series’ biggest advancement is the use of direct injection. With this system, fuel is sprayed directly into the combustion chamber at high pressure (2,175 psi for the LT1), increasing fuel economy and overall performance through better fuel atomization. Direct injection also makes cylinder deactivation more efficient, further increasing fuel economy. The 2014 LT1 Corvette can achieve as much as 29 mpg. Other advancements include piston-oiling jets, active fuel management, and continuous VVT.