LS3 Specs vs LSX376 with 480 or 520 HP

[lpar1969]

I was just checking out the engine specs between LS3 and LSX 376 with 480HP OR 520HP. The specs are the same outside of the camshafts. Can it be possible to get 90HP MORE from just camshaft swap

[failshift]

Which Lsx are you looking at that's 520.....


•••••••••••••••••••••••••••••••••••••••••••••
SLP supercharged 2013 SS/RS 1LE VR
Full front half protected by Xpel PPF
Instagram:@Failshift
565hp/560tq @8.6psi
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[lpar1969]

http://www.chevrolet.com/performance...ls376-525.html

[LSXBumblebee]

LSX is an 8 bolt, you will need a new flywheel. But yes, adding a new cam could get you quite a bit of crank horsepower. Also, check compression on the block. Higher compression gets you more power. High power NA builds usually have high compression.

[failshift]

The b8 isn't


•••••••••••••••••••••••••••••••••••••••••••••
SLP supercharged 2013 SS/RS 1LE VR
Full front half protected by Xpel PPF
Instagram:@Failshift
565hp/560tq @8.6psi
1LE Owners Group:
https://www.facebook.com/groups/559684050767758/

[LSXBumblebee]

Ah, dude was looking at LSx not LSX blocks, so B8 or B15 shouldn't matter lol...if dude is getting a new block, he should just get a LSX376, put a blower (LSA) on it and be done. Cheapest way to some high horsepower. With a 6.2, and a LSA blower and Stg 3 BTR cam you can make ~670 on 91 octane. I've done it, and I have seen 3 others do it. Same exact combination.

[failshift]

I'm picking mine up with basically same combo but more blower. This week. Connecting rod in the ls3 gave up. So doing b8 with btr3 and tvs2300 on 8 psi


•••••••••••••••••••••••••••••••••••••••••••••
SLP supercharged 2013 SS/RS 1LE VR
Full front half protected by Xpel PPF
Instagram:@Failshift
565hp/560tq @8.6psi
1LE Owners Group:
https://www.facebook.com/groups/559684050767758/

[lpar1969]

Compression is the same as LS3. 10:7:1. Thinking of using cam in LSX.

[failshift]

Originally Posted by lpar1969

Compression is the same as LS3. 10:7:1. Thinking of using cam in LSX.

The entire valvetrain is different including heads. It's not just the cam that is different.

What are plans for the new engine? Leave
It however it comes, mod?

[lpar1969]

I just ran all the specs. The heads and internals are all the same part numbers. The only difference is camshaft and ECU controller part number

[failshift]

Originally Posted by lpar1969

I just ran all the specs. The heads and internals are all the same part numbers. The only difference is camshaft and ECU controller part number

Because GM doesn't change the part numbers correctly. If you look at the lsx376 b8 (powdered connecting rods) and the lsx376 b15 (forged rods) it calls them the same
Part number. And even if you call GMPP they only have one part number for them. They're still different parts though.

[christianchevell]

I think what you are referring to is the Hot CAM and ASA cam variants of a crate engine, they can be referred to as LSX but to me LSX means usually Iron blocked and that's more bore-able and heavier for racing compared to our hone .020 over max cast in sleeved block aluminum. And yes the difference between those crate engines are the cam with them charging a lot more a better cam and matching but not great springs... And they are lower lift cams with much more duration and tighter LSA.... hot cam 480 crank, ASA cam 525 crank ratings. And yes in crank you can get that much gain from the cam change. Of course that's with what ever.... Advanced timing, set how..... on a engine dyno with or without full exhaust/ long tubes, maybe not all the accessories or with them..? Anyway the LSA on that is 110 not the very high with timing added LSA of the stock LS3 bump stick to make it more streetable with high vacuum and the lift is less than the stock .550 stick at only .525..so yes they play it way safe with the springs... Its used by a racing class that uses ASA ........

[LSXBumblebee]

You'll make around that power I mentioned. The best way to get above that 680 mark is with the ZL1 accessory drive, but that will cost you about another 2k or more. That's how I managed to get 705 whp on 7psi on 91 octane.

On the other note, if you want a big cam, and plan to do a blower, don't get just any cam, you need to have a PDS cam, without having the right cam for the blower you can run into massive issues.

Again, I have blown up the LS3 twice, now I am on an LSX Iron Block, custom 427, and still melted a main bearing, hence my current rebuild. When you get above 650whp other parts are possible to have issues depending on how rough you drive.

[ravensjeff]

The LSX376-B8 is only rated to handle up to 8 lbs of boost; with the LSX376-B15 up to 15 lbs. I'm set at 12 lbs of boost with the B15 and dyno'd at 765 BHP @ 686 lbs-ft of Torque / 627 RWHP @ 563 lbs-ft of Torque / 9:1 Compression.

I got this info when the engine was shipped, but never thought to see if the part numbers were correct:

LSX376-B15 Chevrolet Performance Crate Engine with Forged Internals & Six-Bolt Heads (Part # 19299306):
- Engine Type: LSX-Series Gen IV Small-Block V-8 (376 cu.in./6.2L). Bore x Stroke (4.065 x 3.622 in.)
- Block: LSX cast-iron with six-bolt, cross-bolted main caps (Part # 19260095)
- Crankshaft: Forged Steel (Part # 12603616) / Connecting Rods: Forged powdered metal (Part # 12607475)
- Pistons: Forged Aluminum (Part # 19259381) / Camshaft Type: Hydraulic roller (Part # 12638426)
- Valve Lift: 0.560” intake / 0.555” exhaust. Cam duration @ 0.050 in: 210° intake / 230° exhaust.
- Cylinder Heads: LSX-LS3 rectangular port; with “as cast” 68-cc chambers/six-bolt attachment (Part # 19201805)
- Valve Size: 2.160” intake / 1.550” exhaust.