From the Ferraris and Lamborghinis that exploded to the incredibly rugged MX-5 V8 Miatas, one thing is common: they probably have a special LS engine inside. General Motors’ modern line of small-block engines is a must-have among enthusiasts, so much so. that beautifies all kinds of tuned vehicles. You can even place it on the MK4 Supras and Skyline GT-R as a bigger replacement for the hard-to-locate 2JZ and RB26 engines.
This is not surprising. LS engines are known for being compact, lightweight, reliable, and rugged. However, its maximum benefits are value and availability. You can locate an LS engine in a junkyard, throw it to the max on each and every car, and start burning the tires. Of course, you’ll want to make more innovations to your vehicle, as they’re sturdy, torque engines. However, no other V8 engine family is suitable for so many cars and none has as much aftermarket support.
However, things can get confusing once you start learning about General Motors’ other generations of LS engines and what they bring to the table. Don’t worry because we have the ultimate ranking of the most productive LS engines, from worst to most productive. If you need an LS unit for your task or need to know how generation compares in terms of power, engineering, scalability, and availability, this article is for you!
There’s nothing with the LS4 – it’s a capable engine. However, it is part of one of the greatest automotive heresies. That is, to bring the strength of the V8 to the lesser elegance of its vehicles, General Motors combined the LS4 with front wheels. drive. The concept was simple: she was looking to get ahead of her competitors.
Unfortunately, cars forced with LS4 came as consumers began looking for more fuel-efficient cars. While the 5. 3-liter V8 is effective for the power on offer (290 to 303 horsepower), it can’t compete with four- or six-cylinder engines. The LS4 is also heavier, which detracts from driving dynamics, as well as the maximum force and torque generated in understeer. The cars that passed through the LS4 were not cars for the driver; Let’s put it this way.
There is a silver lining. With the LS4, General Motors brought the most significant merit of its LS family: compact dimensions. If a V8 engine can be compatible with a Chevrolet Impala SS, it may also be compatible with most of other cars. In addition, the LS4 is a forged construction model. Unit with forged internals and smart adjustment potential. So it’s a shame that General Motors hasn’t at least combined it with all-wheel drive.
If you need an LS4 because of its small dimensions, its price will make you think otherwise. You can have an LS6, a sturdier and more complex engine for the same price, sacrificing little in terms of size. So the LS4 only deserves the last spot. on our list.
The LSX376-B15 and LSX376-B8 are box-mounted engines specially designed for turbocharger and turbocharging. They feature a solid iron cylinder block, capable of handling more than 1,000 horsepower without major modifications. Both are also reasonable for the prospects they offer and can still be had through Chevrolet’s box program, so they would be ideal for endurance racing.
Still, the LSX376-B15 and LSX376-B8 produce intelligent force without any fans; The base LSX376-B15 produces 473 horsepower and 444 lb-ft of torque, while the LSX376-B8 produces 476 horsepower and 475 lb-ft of torque. The LSX376-B15 has superior adjustment potential, thanks to the fully forged swivel meeting stand. and high-flow LSX-LS3 six-bolt oblong port heads. Chevrolet estimates that this engine supports up to 15 pounds of boost, while the LSX376-B8 weighs 8 pounds.
While they’re effective in the right hands, those engines aren’t right for everyone. They only come in as a long block, which means we want to get the intake manifold and intake system as well. Also, those LSX sets are heavy because of the iron. block, which puts them at a disadvantage in optimized cars designed for track use.
The LS6 is a high-performance edition of the first Generation III small-block engine, the LS1, designed especially for the Corvette C5 Z06. With an output of 385 horsepower (405 horsepower as of 2003), the 5. 7-liter V8 is a very complex engine to have enough power to rival the Porsche 911 996 GT3 and its 360-horsepower inline-six engine and had acceleration that outpaced many supercars.
If we look at the engine specifications, the 3. 90-inch (99-millimeter) bore and 3. 62-inch (92-millimeter) stroke are exactly the same as those of the LS1 engine, and the same goes for most of the low-end components. , the LS6 had a redesigned cylinder head for increased airflow and superior compression, new cylinder heads, D-shaped exhaust ports, and M142 hypereutectic cast aluminum alloy pistons.
Then the LS6 is a useful engine. Thanks to its sturdy construction, it would also work wonders in turbocharged and supercharged versions. It’s not that easy to come by, though: General Motors only used it on the Corvette C5 Z06 and the 2004-05 Cadillac CTS-V. As a result, costs can be high. It’s also the time when the LS engine was released to the market and is now showing its age. You’d be better off with a less expensive LS1 if you’re on a budget or an LS3 engine if you need more power.
The LS engine that started it all was introduced with the Corvette C5 in 1997. This is a big step up from General Motors’ previous second-generation small-block V8, with 15-degree cylinder heads that allowed for more airflow. The 5. 7-liter unit produced 345 horses in the Corvette or 305 horses in the F-body cars (Chevrolet Camaro Z28/SS, Pontiac GTO and Pontiac Firebird Formula), two very respectable figures for a naturally aspirated engine of the time.
More than that, though, tuners were excited. Small changes, such as a larger camshaft, can also gently push the engine toward the 500-horsepower mark, marking the era of LS engine dominance in the tuning world. Today, the LS1 arguably wouldn’t be as advanced, especially compared to later generations. However, it laid the groundwork for all of GM’s small building blocks in the long run, which is why it’s so important.
Despite its technological shortcomings, the LS1 is still a solid choice for hot rod lovers in 2024. It’s tough enough to smoke the rear tires and reliable if it’s held up well. The LS1 may not be the best choice for upgraded versions, but it is. It’s very reasonable nowadays: scrapyards are full of F-body cars supplied with those engines.
The LS2 is the first engine in GM’s Gen IV small-block V8s. Like its predecessor, the LS1, it brought with it the new Corvette C6, which would later appear in the Chevrolet SSR and Pontiac GTO. Developing 400 horsepower and 400 lb. -ft of torque, the LS2 also brought a larger bore of 4,000 inches, bringing the displacement to 6. 0 liters. Although more powerful, the LS2 is more fuel-efficient than the LS1, thanks to GM’s Active Fuel Management (AFM).
So the numbers look very promising, but the robustness of the LS2 makes it very attractive. It has a rugged block that can support more than 800 horsepower without primary modifications, making it an excellent candidate for turbocharger or supercharger. The LS2 is also one of the most reliable LS engines, further adding to its appeal.
The reason it ranks so high on this list is because of its price. LS2 is as complex or as rugged as its smaller sibling, LS3, but it also costs less. As such, it’s a solid choice for DIYers on a budget.
The LSX376-B15 and LSX376-B8 iron-block frame engines are ideal for turbocharging/turbocharging; However, they are still expensive for most people and don’t come from the factory in their entirety. Fortunately, there’s a solution for tuners on a budget: iron-block LS engines designed for GM’s full-size, heavy-duty pickup trucks. These would require some modifications, such as installing a new port to upgrade the cathedral’s, but other than that, they are in a position to do so.
In addition, iron-block LS engines for pickup trucks and SUVs have stiffer blocks, allowing for heavy supercharging or supercharging. Also, since General Motors has sold more trucks with those engines than sports cars, availability is higher.
Of all the iron-block LS engines, the 5. 3-liter LM7 making between 270 and 295 horsepower is the most economical option, the 6. 0-liter LY6 is more desirable, making 364 horsepower at the factory. You can seamlessly double them numbers with forced induction and embarrass some traffic-smooth supercars. However, don’t expect to take turns so successfully. Because of the heavy iron block, those engines will increase the weight of your assigned car, which will affect handling and braking performance.
The LSA is a scaled-down edition of the 2009-2013 Corvette ZR1’s supercharged 6. 2-liter LS9 engine, designed specifically for the Cadillac CTS-V and Chevrolet Camaro ZL1. It has a smaller 1. 9-liter supercharger, compared to the LS9’s 2. 3-liter. resulting in 556 to 580 horsepower. For reference, the LS9-equipped Corvette ZR1 produced 638 horsepower.
You might think that adding the larger compressor to the LSA would make it an LS9, but that’s not necessarily true. Although the LSA features the same block, the internals of the LS9 are much more advanced. Notably, the LSA has no titanium connecting rods, intake valves, or forged aluminum pistons. As a result, it can’t be adjusted as easily, making it less desirable for high-powered builds.
However, the LSA is a wonderful engine if you’re not interested in horse wars. Although it was introduced 15 years ago, it can still put its fashion counterparts to shame. 580 horsepower out of the box and a block in heavy-duty position. Tuning? Check. A lightweight and compact design? Check back. It also graced two exceptional vehicles: the 2009-2015 Cadillac CTS-V and the 2012-2015 Chevrolet Camaro ZL1.
The 6. 2-liter LS3 is one of the maximum LS engines available, having graced the base C6 Corvette and fifth-generation Camaro. It’s also reasonable for the functionality it offers, with some examples costing around $6,000. Additionally, with 430 horsepower and 425 lb-ft available, the LS3 propelled the C6 Corvette to 60 mph in just 4. 5 seconds and up to a responsive top speed of 186 mph (300 km/h). Plus, it’s a wonderful replacement for many vehicles. Even without forced induction, it responds well to turbocharging or supercharging.
You don’t want to go down that road, though, as an undeniable camshaft replacement with stiffer valve springs will return 500 horsepower to the inventory’s internals. This is a healthy amount of strength for max versions and as reliable as possible. Not to stress the internal components of the engine. Not to mention, replacing the cam is pretty straightforward!
The LS3 is also vital because it’s General Motors’ first Gen IV small-block engine designed for functional cars. It has many innovations over the LS2, adding a larger diameter of 4. 065 inches, a more powerful block, and a cam similar to the LS6. These innovations have not only made the LS3 more powerful, but also more responsive and better to drive.
Although iron-block LS motors are popular for their forced induction capabilities, aluminum-block variants are even more valuable among enthusiasts. With those units, you get the same functionality as an LS3 Gen IV engine, but at a lower price. Also compact and lightweight, best for any build. In some respects, they were more advanced; the L94 variant, for example, featured active fuel control and cylinder deactivation technology.
The L92 is the first IV-generation small-block engine and has many parts in stock with its LS3 sibling. It makes 403 horsepower and 417 lb-ft of torque, which is pretty close to the LS3. However, with a cam replacement, you can also push the 500-horsepower limits with ease. Meanwhile, the L94 variant has E85 fuel capabilities, making it an even bigger choice for high-horsepower builds. With inventory injectors and forced intake, you can expect around 700 horsepower, which is rarely too bad for an engine coming from a truck.
The most productive thing about the aluminum-block truck variants is that they are easy to locate and less expensive than the LS3s. In addition, all those engines have the right after-sales support. Turbo or supercharger kits, more powerful internals, and larger cams are included. all easy to locate. As a result, those engines are only gaining popularity among LS heat exchangers.
While a lot of power can be drawn from the LS3 engines and the small Gen IV aluminum block engines, the LS376/525 is this generation’s edition. It’s a junction between an LS3 engine and an ASA camshaft with Array525 lift on both sides to maximize airflow. General Motors also has a longer cam life at 226 degrees in the intake aspect and 236 degrees in the exhaust aspect. As a result, the force has increased dramatically: the LS376/525 box-only produces 525 horsepower and 486 lb-ft of torque. .
However, General Motors has not repositioned any internal parts. So aside from the improved camshaft, it’s a carbon copy of the LS3. This means you can get an LS3, equip it with the ASA camshaft and get the same force values. However, there is a problem with this approach: the LS376/525 is a factory-made box motor by experienced workers. It also comes with a warranty, offering peace of mind to prospective homeowners. In our opinion, this is enough to justify a higher position on this list. Still, for those on a budget, an LS3, L92, L9H, or L94 will be better options.
With the 6. 2-liter supercharged LS9, General Motors engineers have activated Beast Mode. This is mandatory because Chevrolet was looking for a sports car that would overcome barriers and even outperform Italian supercars. That sports car was the coveted 2009-2015 Corvette ZR1. With 638 horsepower and 604 lb-ft available, the U. S. rocket reached 205 mph (330 km/h) and went from 0 to 60 mph in just 3. 4 seconds. In 2009, those numbers were staggering.
The LS9 is by far the toughest Generation IV small-block engine, but also the one that responds incredibly well to tuning. That’s not surprising, since it comes with a large 2. 3-liter Roots-type supercharger that comes out of the factory. In addition, it features polymer-coated forged pistons, titanium connecting rods, a forgotten microalloy metal crankshaft, a sharp deck plate, cast iron cylinder liners, and a lower compression ratio of 9. 1:1. Its block is also more powerful than that of the LS3 engine family, and the head is designed for superior airflow.
The LS9 is also a base for sound tuning. With undeniable ECU mapping and more competitive cam timings, you can load a hundred horsepower seamlessly without worrying about how the internals work. All in all, the LS9 meets the maximum requirements for a high-performance engine, if only it charged less and was available in greater quantity.
The Corvette is Chevrolet’s most successful race car in multiple championships, in addition to the 24 Hours of Le Mans and the 24 Hours of Daytona. It brought popularity and pride to the brand, especially as it competed with exotic products from Italy and Germany. This meant that the racing generation came to GM’s road cars. The most productive engine representing what the company has learned in racing is the LS427/570.
That 7. 0-liter box engine is largely the same unit as the LS7 found in the Corvette C6 Z06, but with a top camshaft that pulls out an additional 65 horsepower and 59 more lb-ft of torque. That translates to 570 horsepower and 540 lb-ft of torque, exceptional numbers for a naturally aspirated engine. In addition, the LS427/570 features a new rain pan lubrication system, making installation less complicated.
In general, the LS427/570 is the engine for racing programs or for other people who can’t build a track machine. There’s a small caveat: GM has discontinued this platform engine and finding one on the used market can be difficult. Not to mention, this is expensive, so it would be left up to personal racing teams.
While the LS9 generation is the toughest of the bunch, GM’s LS7 engine is the most desirable. Equipped with race-like internals and an energetic attitude, the 7. 0-liter small-block V8 is a true gem of engineering. It has a ton of power (505 horsepower). It spins freely up to the redline of 7100 rpm. It is lightweight, weighing 454 pounds (206 kilograms). Everything you’d expect from a high-performance engine has been over eleven. It’s the engine you take with you on a track day, push it to the limit and enjoy it on the way home.
But this is not surprising. Chevrolet has infused the LS7 with complex technologies evolved in racing, and that’s exactly the delight you get with this engine. It features a square port with high-flow CNC ports, exhaust cylinder heads and manifold, titanium intake valves, and a high-speed engine. Lifting camshaft with long service life for power at high rpm. Meanwhile, on the block, it has a forged metal crankshaft, titanium connecting rods, and a high-capacity dry sump lubrication system.
However, the LS7 rarely focuses on power alone. Frankly, there are better features out there if all you need is straight-line speed. The LS7 is all about the driving experience. As such, it can’t be paired with just any car. To realize its full potential, you need to test it in the lightweight Corvette C6 Z06 or the track-focused fifth-generation Camaro Z/28. Sure, the LS7 is expensive and availability is scarce, but let’s take credit for what it is: an amazing engine. On lists like this, that’s enough to secure the highest spot on the pedestal.
Choosing the highest productivity LS engine can be daunting, as each generation has its advantages. However, for this list, technology, engineering, and the former importance of the engine are the most vital points. In 10 years, we believe this is how others will appreciate the LS family. However, price, availability, and reliability were also considered. LS engines are the most popular trade-ins for all types of vehicles, so those points are vital for other people to buy one.