LSX Blocks Pros and Cons - Camaro5 Chevy Camaro Forum / Camaro ZL1, SS and V6 Forums

HufferSS · 07-26-2011, 10:57 PM

So doing some research and getting ready for an upcoming SC installation....I keep waffling on going forged up front and running some BIG numbers on some big boost or just going with SC for now.

I came across the LSX long blocks available from GMPP and they appear to be a great deal.....well...deal is relative but a good bang for the buck in my opinion. A 376 ci version as well as a 454 version.

What are the pros and cons of using one of these as a base for a big hp FI motor?

PoleCat2SSRS2010 · 07-27-2011, 01:20 AM

If your going for any boost don't go past 4.125 bore. The walls get too thin and balloon and crack. The 454 is for N/A. There is plenty of discussion on this to be found with a search.

Best way, start with a bare LSX, buty the components and build. You will get the better parts like rod bolts and such. The amount of boost will determine your heads. 6 bolt verses 4 etc. After market head bolts are mandatory and not an option.

LSX has the big advantage with the 6 bolt capacity but it also has an improved oiling system. The only set back is weight. It adds about 128 lbs on the nose of the car.

Regular LS blocks can be used but definitely go with forged internals if your going to build. Be picky, take your time, do your research. There are a number of vendors here with godd advice and good deals. You just have to determine how deep you want to go...It is all subjectinve on your part.

Nvincent4708 · 07-27-2011, 08:30 AM

I have the lsx376. They have forged pistons and pretty much the same as an ls3 after that. They can take some abuse boostwise though. Some sites say 9:1 compression, but the new version is actually 10.7:1 like the LS3

The lsx454 is not much for boost considering it is 11:1 compression..But it throws impressive numbers without boost and is FULLY forged.
-It can be boosted however, considering it has the 6 bolt heads compared to the 4 bolt ones. 6psi on one of these would be CRAZY.

SC2150 · 07-27-2011, 12:15 PM

Have one in the shop right now were almost finished with...1000 hp turbo build. I agree on the boost limit on bore size. Usually end up around 416 as a good strong FI CI.

Jason 98 TA · 07-27-2011, 03:23 PM

We build LSx block engines all the time. For the $$ you can easily build a nice custom built setup to meet exactly your needs. I personally am using a LSA block for my build to keep the weight down in my Synergy SS. LSx block is great for making huge power, but it adds ALOT of weight to the car. I'm working on a block lightening program for the blocks, but even with that the block will still add lots of weight to the car.

My engine is going to be a 418 LSA with half inch head studs. Let me know if you would like a quote for a custom engine, I'd be happy to put together a quote for you!

IPS Brandon · 07-28-2011, 10:25 AM

Quote:

Originally Posted by HufferSS

So doing some research and getting ready for an upcoming SC installation....I keep waffling on going forged up front and running some BIG numbers on some big boost or just going with SC for now.

I came across the LSX long blocks available from GMPP and they appear to be a great deal.....well...deal is relative but a good bang for the buck in my opinion. A 376 ci version as well as a 454 version.

What are the pros and cons of using one of these as a base for a big hp FI motor?

Stay away from both of those crate engines, the internals are not intended for boost like many have come to believe.

You can get a engine package that can have better rods, pistons, bearings, hardware and the LSX block for just a little more, and have it built to you exact project ambition!

The downside to the LSX block is weight, everyone knows this, its iron (DURABLE) great for boost, however again its about 88-100 lbs heavier (off the top of my head) then a aluminum block. The added weight doesn't mean you cant go fast, we have been running it in our race car for 2 years now, same more for the last two years, now we are into a better ERL block (for weight reduction and to be more competitive in our class).

Here are a few quick videos (cars best to date - 7.7 @183, we hope to be going 200+ soon) - (engine made over 200 passes each season)

If you have any other questions, feel free to contact us directly.

Regards

CC Performance · 07-28-2011, 01:34 PM

We offer an extreme boost LSX 434, just finished one for a twin turbo going into a 69 Camaro.. well really we've finished quite a few boost LSX 434's this year so far...LOL

Its a good choice for a base but as stated the crate engines aren't really any different than what you have right now. The difference isn't just the internals used the but the precision of the build. Line hone, tq pate w/ correct fasteners, knowing where and how to check the bore etc... all things that differ from shop to shop and a GM production shop engine is already in your car.

HKE leaves no stone unturned and is why they/we have the superior reputation we have and is why we offer and use HKE precision built engines only.

The LSX block itself is a good choice, who builds it will decide if it lasts. Well that and tuning and gas and compression and maintenance.. There is a formula to longevity and the simpler the better.

*_ERIC_* · 03-05-2013, 01:42 PM

Quote:

Originally Posted by Jason 98 TA

We build LSx block engines all the time. For the $$ you can easily build a nice custom built setup to meet exactly your needs. I personally am using a LSA block for my build to keep the weight down in my Synergy SS. LSx block is great for making huge power, but it adds ALOT of weight to the car. I'm working on a block lightening program for the blocks, but even with that the block will still add lots of weight to the car.

My engine is going to be a 418 LSA with half inch head studs. Let me know if you would like a quote for a custom engine, I'd be happy to put together a quote for you!

I thought about doing the LSA myself but it won't handle much over 13-14psi of boost without getting cylinder wall distortion. Thinking the LSx maybe the route to go for higher boost, either that or the RHS Block if I'm worried about weight.

litle88 · 03-05-2013, 01:57 PM

Way to search....... But your quoting an old thread bud.

axis · 03-05-2013, 05:31 PM

Quote:

Originally Posted by *_ERIC_*

I thought about doing the LSA myself but it won't handle much over 13-14psi of boost without getting cylinder wall distortion. Thinking the LSx maybe the route to go for higher boost, either that or the RHS Block if I'm worried about weight.

Are you the newb necromancer?

Nightmare2012 · 03-05-2013, 05:50 PM

Ive read some where that you can safely go f.i up to 15+ psi with a 422ci ls3 build. I read that on the book how to build and modify ls engines.

realcanuk · 03-07-2013, 04:53 AM

If your willing to go with an iron block and not in a big rush I would consider the new Dart Next. I saw the unfinished one at sema and discussed it with Dart and for under 2500 bucks it looks promising. I think you can custom order one in aluminum but obviously it will be much more expensive.

07-26-2011, 10:57 PM	#1
HufferSS I Wanna Go Faster!! Drives: 2011 2SS Synergy Green M6 Join Date: Apr 2011 Location: SC Posts: 3,323	LSX Blocks Pros and Cons So doing some research and getting ready for an upcoming SC installation....I keep waffling on going forged up front and running some BIG numbers on some big boost or just going with SC for now. I came across the LSX long blocks available from GMPP and they appear to be a great deal.....well...deal is relative but a good bang for the buck in my opinion. A 376 ci version as well as a 454 version. What are the pros and cons of using one of these as a base for a big hp FI motor?

03-05-2013, 01:57 PM	#9
litle88 V8 Lounge member #2 Drives: 2001 Ws6 Join Date: Sep 2009 Location: Burbank,IL Posts: 6,373	Way to search....... But your quoting an old thread bud. __________________ 2001 ws6, 40k miles, Ls3 416 stroker, short block built by PER the rest by me. LPE Ls3 heads milled to 12-1 comp, FAST 102, NW 102, kooks 2", dual DMH cutouts, Magnaflow C/B, BTR cam + springs. Full UMI suspension.

03-07-2013, 04:53 AM	#12
realcanuk Drives: 2007 Corvette C6 983 RWHP Join Date: Dec 2011 Location: Montreal, Canada Posts: 690	If your willing to go with an iron block and not in a big rush I would consider the new Dart Next. I saw the unfinished one at sema and discussed it with Dart and for under 2500 bucks it looks promising. I think you can custom order one in aluminum but obviously it will be much more expensive. __________________ 2007 C6 vert, auto, F55, LT3 LME LS402 , WCCH 245 Heads, Pat G. Custom cam YSI / 3.0 pulley, ARH 1 7/8 headers, NPP Dewitts / dual spals, A&A dual pump fuel system. 3.42 polished gears, hardened shafts, Alky control meth, Cartech line lock, ECS axle loops, Trans brace, 6L80 built by me. ID 1000 injectors, comp rockers, Morel lifters, BT springs, Trend 3/8 pushrods, ATI 10% OD Damper Circle D Triple Disc stall 1009 RWHP @ 7000, 817 RWTQ @ 6000,

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07-27-2011, 01:20 AM	#2
PoleCat2SSRS2010 R6P Marketing Lab Rat Drives: sometimes Join Date: Feb 2009 Location: Texas Posts: 339	If your going for any boost don't go past 4.125 bore. The walls get too thin and balloon and crack. The 454 is for N/A. There is plenty of discussion on this to be found with a search. Best way, start with a bare LSX, buty the components and build. You will get the better parts like rod bolts and such. The amount of boost will determine your heads. 6 bolt verses 4 etc. After market head bolts are mandatory and not an option. LSX has the big advantage with the 6 bolt capacity but it also has an improved oiling system. The only set back is weight. It adds about 128 lbs on the nose of the car. Regular LS blocks can be used but definitely go with forged internals if your going to build. Be picky, take your time, do your research. There are a number of vendors here with godd advice and good deals. You just have to determine how deep you want to go...It is all subjectinve on your part.

07-27-2011, 08:30 AM	#3
Nvincent4708 Drives: N/A Join Date: Nov 2010 Location: N/A Posts: 25,856 View My Garage	I have the lsx376. They have forged pistons and pretty much the same as an ls3 after that. They can take some abuse boostwise though. Some sites say 9:1 compression, but the new version is actually 10.7:1 like the LS3 The lsx454 is not much for boost considering it is 11:1 compression..But it throws impressive numbers without boost and is FULLY forged. -It can be boosted however, considering it has the 6 bolt heads compared to the 4 bolt ones. 6psi on one of these would be CRAZY.

07-27-2011, 12:15 PM	#4
SC2150 Account Suspended Drives: 2012 Camaro RS, RX supercharged Join Date: Dec 2009 Location: Bradenton, FL Posts: 6,063	Have one in the shop right now were almost finished with...1000 hp turbo build. I agree on the boost limit on bore size. Usually end up around 416 as a good strong FI CI.

07-27-2011, 03:23 PM	#5
Jason 98 TA Drives: Camaro Join Date: Apr 2009 Location: Texas Posts: 1,670	We build LSx block engines all the time. For the $$ you can easily build a nice custom built setup to meet exactly your needs. I personally am using a LSA block for my build to keep the weight down in my Synergy SS. LSx block is great for making huge power, but it adds ALOT of weight to the car. I'm working on a block lightening program for the blocks, but even with that the block will still add lots of weight to the car. My engine is going to be a 418 LSA with half inch head studs. Let me know if you would like a quote for a custom engine, I'd be happy to put together a quote for you!

07-28-2011, 01:34 PM	#7
CC Performance Account Suspended Drives: 99 Camaro SS, 79 z28, 70 GTX Join Date: Oct 2009 Location: ST Helens, OR Posts: 1,759	We offer an extreme boost LSX 434, just finished one for a twin turbo going into a 69 Camaro.. well really we've finished quite a few boost LSX 434's this year so far...LOL Its a good choice for a base but as stated the crate engines aren't really any different than what you have right now. The difference isn't just the internals used the but the precision of the build. Line hone, tq pate w/ correct fasteners, knowing where and how to check the bore etc... all things that differ from shop to shop and a GM production shop engine is already in your car. HKE leaves no stone unturned and is why they/we have the superior reputation we have and is why we offer and use HKE precision built engines only. The LSX block itself is a good choice, who builds it will decide if it lasts. Well that and tuning and gas and compression and maintenance.. There is a formula to longevity and the simpler the better.

03-05-2013, 05:50 PM	#11
Nightmare2012 come find out;) Drives: stockish 2012 camaro ss Join Date: Oct 2012 Location: speed county Posts: 2,166 View My Garage	Ive read some where that you can safely go f.i up to 15+ psi with a 422ci ls3 build. I read that on the book how to build and modify ls engines.