Welcome to LSx Everything!
As our name implies, we are your one-stop shop for everything related to your LSx Swap! These days, it just does not make sense to replace the engine in your vintage American car or truck, or BMW, Mercedes or Nissan with the factory motor when it either fails or does not satisfy your need for speed....not when an LS motor is readily available, and more affordable than the factory one. Combine that with more horsepower and torque stock than most anything, and instantly upgrade-able with a few boltons to roughly 400HP-500HP, depending on application (4.8, 5.3, 6.0, 6.2). If you need more than that, we can definitely get you there with turbo or supercharger kits. 600HP-1,000HP+ is within your fingertips with LSxEverything!
As an added benefit, we can supply you with everything that you need to get the power level you want, fuel delivery you need, cooling for the engine, transmissions and more! On the other side, we have your suspension goodies, custom wheels and tires, A/V goodies and lighting. There is no limit....any questions? Email us: email@example.com
What is an LSx?
The GM small-block engine family is an engine design intended as the only V-8 engine used in General Motors' line of rear-wheel-drive cars and trucks. The GM small-block series was a "clean sheet" design with only the rod bearings in common in terms of shared parts with the classic Chevrolet small block V8. The basic layout owes a good deal to the essential concept of Ed Cole's original small-block design of 1954-55, though the small-block engine also uses design cues from Buick, Oldsmobile, and Pontiac engines. Some small-block engines are all-aluminum, especially the performance oriented engines, while others are cast iron, and all small-block engines have five main bearing caps.
Before the automotive purists out there say that you cannot call these engines LSx, it is actually correct to call this chain of engines LSx, just as you would call a 383, 350, 327 an SBC. In LSx, the "x" stands for a variable for all of the variations that we have (LS1, LS2, LS3, LS7, LS9); the truck motors are the iron-block variations of the aluminum block LS motors, and are actually quite desirable for (1) their torque, (2) strength for building turbo motors (3) affordability. I say all of that to remind you that the "LSX" is different from "LSx". The LSX is a 7.4 LS-based 454 Cubic Inch monster. Definitely a work of art, and starts at $25,000. With 770BHP it is definitely a beautiful thing. Not to steal the thunder of this thunderous beauty, but we have made upwards of 800WHP with one turbo on a 6.0 motor. We can help you get there too! And not spending that much money either....got your attention yet?
Determining LSx Variations
The Generation III V-8 engines replaced the Gen II-LT family in 1997 and Gen I completely by 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 SS, Chevrolet SSR and a limited run of Chevrolet/GMC Extended Cab Standard Box Z-71 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 and with the iron LS engines far exceeding the capabilities of the previous two generations.
The LS engine also used coil-near-plug ignition to replace the distributor setup of all previous small-block based engines. The traditional five-bolt pentagonal cylinder head pattern was replaced with a square four-bolt design (much like the 64-90 Oldsmobile V-8 ), and the pistons are of the flat-topped variety (in the LS1, LS2, LS3, LS6, LS7, LQ9 and L33), while all other variants, including the new LS9 and LQ4 truck engine received a dished version of the GM hypereutectic piston. The cylinder firing order was changed to 1-8-7-2-6-5-4-3, so that the LS series now corresponds to the firing pattern of other modern V8 engines.
In 2005, the Generation III was superseded by the Generation IV. This category of engines has provisions for high-displacement ranges up to 7,011 cc (7.011 L; 427.8 cu in) and power output to 638 HP (476 kW). Based on the Generation III design, Generation IV was designed with displacement on demand in mind, a technology that allows every other cylinder in the firing order to be deactivated. It can also accommodate variable valve timing.
A 3-valve per cylinder design was originally slated for the LS7, which would have been a first for a GM pushrod engine; but the idea was shelved owing to design complexities and when the same two-valve configuration as the other Generation III and IV engines proved to be sufficient to meet the goals for the LS7.
Why Put an LS in Everything?
The small-block engine has been the sole powerplant of the Chevrolet Corvette from 1997-2015 and has seen use in a wide variety of other General Motors vehicles, ranging from sport coupes to full size trucks. Due to the engine's relatively compact external dimensions compared to its displacement and power output, the engine family is also a popular choice for import cars, kit cars, hot rods, buggies, and even light aircraft!
That being the case, LS-based engines are not only popular, but they are extremely strong, and proven to love boost! The SBC motor of yesteryear has done well for us all of these years. But to make the kind of power that you would like to make with that motor configuration requires serious commitment and financial contribution. For a portion of that, an LS-based motor will make 4-5 times as much power, and will still be super reliable. Time to join the dark side. Put an LS in EVERYTHING you own. We can help you get there!