The GMPP catalog (
http://www.gmperformanceparts.com/_r...09_Catalog.pdf) talks about the components in the LS engines on page 84 of the .pdf file.
Quote:
LS3/L99
Introduced on the 2008 Corvette, the LS3 brought LS base performance to an
unprecedented level: 430 horsepower from 6.2L (376 cubic-inches)—making it
the most powerful base Corvette engine in history. The LS3 block not only has
larger bores than the LS2, but a strengthened casting to support more powerful
6.2L engines. The LS3 is offered in the Pontiac G8 GXP and is also the standard
V-8 engine in the new, 2010 Camaro SS. The L99 version is equipped with GM’s
fuel-saving Active Fuel Management cylinder deactivation system and is standard
on 2010 Camaro SS models equipped with an automatic transmission.
Connecting Rods
LS connecting rods are very similar and mostly interchangeable. Most are made
of powdered metal, while the LS7 and LS9 rods are forged titanium. Rods
lengths are similar, too, at 6.098-inch for 5.3L, 5.7L, 6.0L and 6.2L engines. The
4.8L engine uses 6.275-inch rods and the LS7 uses 6.067-inch rods. Since 2006,
LS rods use bushed small ends. Also, LS6 rods bolts (P/N 11600158) offer a
strength-enhancing upgrade to pre-2000 engines. Finally, the LS7 and LS9 rods
have a slightly different size than other LS rods, requiring a unique bearing
(P/N 89017811).
Pistons
The LS9 is the only production LS engine with forged aluminum pistons; all the
other engines use hypereutectic (cast) aluminum alloy pistons—varied mostly
by diameter to accommodate various bore sizes. LS cast pistons shouldn’t
be used on applications greater than approximately 550 horsepower. The LS7
piston’s inner bracing and larger pin diameter require the use of the matching
LS7 connecting rod. The same is true for LS9 pistons; they require the use of LS9
connecting rods.
Crankshafts
Generally, LS crankshafts are similar in design, with identical 2.10-inch rod and
2.65-inch main journal sizes and a common rear main seal. All production LS
engines use iron crankshafts except the LS7, LS9 and LSA; they use forged
steel cranks (4.00-inch stroke on the LS7; 3.62-inch stroke on the LS9 and LSA).
The crankshaft sensing function of the distributorless ignition system depends
on reading the toothed reluctor wheel on the crankshaft. Early LS engines
mostly used 24-tooth wheels and upgraded a few years ago to 58-tooth (also
known as 58X) wheels. When building an LS engine, it is imperative that the
correct reluctor wheel is used with the compatible crankshaft position sensor
and ignition controller.
The crankshafts are mostly interchangeable, but the snouts on LS7 and LS9
crankshafts are approximately one-inch longer to accommodate their two-stage
oil pumps that work with the engines’ dry-sump oiling systems. These forged
crankshafts can be used on wet-sump engines by using a few specific components
and/or modifications (see page 218).
The easiest way to put a forged stroker crankshaft in your LS engine is using
GM Performance Parts’ new LSX crankshafts, which are available in four stroke
sizes up to 4.125 inches. They feature the standard-length snout and can be
used without modification on most engines. LS7 and LS9 crankshafts can be
used, but require special components and/or modifications to their snouts to
accommodate standard, wet-sump oiling systems.
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So everything in an LS3 should hold up to 550 hp.
And you DO NOT have to replace the valve springs. The springs that come in the HOT cam kit are standard LS6 valve springs. The same springs that come stock on the LS3 heads. The HOT cam actually has less lift than the stock camshaft. So your dealer that is selling you the whole kit is ripping you off. Your brand new engine does not need to have the springs/shims replaced. And 3200??? That's robbery. But, if they honor your warranty, it could be worth it.