New GM 383 Machined Block

$1400US = $2350NZ




The following is not intended as a history of the Gen 3 & 4 engines but a guide to help you compare options to price.
1997 the Generation 3 small block Chevrolet engine LS1 and LS6 5.7L (350 CID) were the first car engines having cathedral port heads, aluminum block and rods good enough for under 500Hp.

These blocks can still be found, but tend to have over 200,000 miles on them because the are so old now.
A Camaro or Corvette LS1or LS6 engine starting around $3000US, with transmission $4000US.


The LQ4 and LQ9 where 6.0L (366 CID) iron block motors used in trucks, SUV and Caprice. A few had iron heads, most aluminum.
They are popular to use for boosted (super/turbocharged) builds.
LS1 rods.


Moving on, the Gen 4 engine looks like the Gen 3, but has a few improvements most notably the cylinder heads.

GM enlarged the intake port allowing it to flow more are.
I won't expand into further discussions of Hp other than to say these are the heads you want on a higher RPM performance motor.
The truck engines are available in 5.3L and 6.0L in either iron or aluminum blocks.
An aluminum block weighs approximately 200lbs less than iron.
Power output is the same but in a drag race, the lighter engine may produce a reduction in ET by 0.2 seconds.

A truck engine will cost less than a car engine and have the taller manifold.
Additionally, most engines not used in Corvette or Camaro will have the AFM system.
These can be deactivated.
To increase performance with a camshaft change the lifters would be replaced with high RPM capable lifters.

A truck LY6 is a 6.0L CAST IRON engine with LS3 style heads and AFM.
Like the L96 same as LY6 but with Flexfuel ECU, meaning it will run on E85 fuel.
L77 2011-2017 with AFM.
L76 and LFA are aluminum blocks, rectangle port heads..
The LZ1 is almost entirely based on its predecessor, the LFA, but with some revisions, such as including up-integrated electronic throttle control, long-life spark plugs, GM's Oil Life System, Active Fuel Management and variable valve timing.
 It has the same compression ratio, power and torque ratings as its predecessor, the LFA.
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BTW most Gen 4 engines use DYW drive by wire.
This means you need the electric throttle pedal from the car of an aftermarket one.
Gen 3s were mostly had cable throttle bodies.
You can remove a DBW throttle body and replace it with a cable version.

I won't list the Gen 4 small engine designations eg LC9 5.3L.

The LS7 is a Gen 3 7.0L (427CID) Corvette motor with better heads, dry-sump oiling and titanium rods.
Very nice, of course, it cost more.

The LS3 is the mainstay in cars.
It is factory rated at  430 bhp (321 kW; 436 PS) at 5900 RPM and 424 lb/ft (575 N⋅m) at 4600 RPM.
Of note is the Tq 1.12Tq/CID.
I actual fact when tested on an engine dyno with headers and no accessories it will likely produce 1.25Tq/CID.
These are 6.2L ( 378CID) engines so very desirable for power but you should compare price.
Typically a Camaro 6.2L LS3 not having AFM with transmission and wiring will start pricing at $6000US and can reach over $9000US.

An L92 or L99 or L9H(VVT no AFM) 6.2L from an SUV and will have an ALUMINUM BLOCK but with variable valve timing (VVT) different from the AFM system designed to move the peak in the Tq curve. See Below.
These motors with the transmission can start pricing below $6000US and I've seen them at $2000 without the transmission.
But be caution the less you pay for an engine, the more likely there is a catch that will cost you more money later.

An LY6 is a 6.0L motor with LS3 heads and AFM.
It is a very attractive purchase starting at around $4500 with the transmission.

These motors all have the front accessories on them.

6.2L Engines

L99 Engine:-
Compression Ratio 10.4:1
Horsepower Rating400 hp
Torque Rating410 ft./lbs.

L92 Engine:-
Compression Ratio 10.5:1
Horsepower Rating 403 hp
Torque Rating 417 ft./lbs.

LS3 Engine:-
Compression Ratio 10.7:1
Horsepower Rating 426-436 hp
Torque Rating 420-428 ft./lbs.


Actual measured power on an engine dyno with headers is closer to 450Hp

430Tq.


​LSA Engine:-
Compression Ratio 9.1:1
Horsepower Rating 556-580 hp @ 6,300 rpm
Torque Rating 551-556 ft./lbs.

This is the new Holley Sniper Duel Plenum Manifold.

This dyno test was conducted by Holley.


This page is laid out for a desktop viewing.

If you are using a phone scroll down past the photos to read the text.

On a cell phone there is difficult to follow all the information I have packed into this page.​

​If you want a simplier site go here.

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Most used LS engines come with the factory ECU ECM PCM whatever you call it, the computer and wire harness. As the wire harness is removed from the vehicle you will lack a place to plug it in so you will not have an OBD-II port to program the ECU. Therefore I strongly encourage you to spend $750ish on a standalone harness.


To find the right one you first select the type of ECM.

The Gen III PCMs were released in two different cases. The 1997–1998 PCMs which uses the same wire harness connectors as other LS-series PCMs, but they are not pinned the same. The 1997- 1998 PCMs are scarce and generally not commonly used with LS conversions. 

Then they introduce the E series of which there are 3.

See images above of these ECU and a Terminator X


Next the crank sensor tooth count 24 or 58.

Injector type EV1 or EV6

Then DBW drive by wire or DBC drive by cable throttle body.

Then the transmission type. 4L, 6L, 8L.

Aftermarket ECU such as Holley Terminator X MAX can drive a 4L, but no 6 or 8 or 10 speed transmissions, therefore you must use the factory ECU.

You might want a copy of these books with your engine.



Used Remachined 383 Blocks

$1000US = $1700NZ


Let's discuss transmission.

There are 2WD and 4WD automatic.
The 4L60/5E is a 3 speed with 1 overdrive and is controlled by the ECU.
The 4L80/5E is similar but STRONGER and LARGER.
Think of think like comparing the older TH350 and 400.
The 4L80E probably won't fit in the tunnel in your old car.

Then there are 6L80E transmissions.
You guess it 6 speed.
And now even 8 speed transmissions.

There are variations on driveshaft attachments.

Then there are factory gearboxes.
4 and 6 speed.

Fire Burnout Video on Facebook

This is the comparison to the FAST XFI manifold

Let's stop and talk power.
Torque (Tq) is the measured power of an engine.
It can be represented as acceleration speed or ability to pull a heavy load.
I is primarily generated by cubic capacity, therefore a 7.4L will make more Tq than a 6.0L and a 6.0L more than 5.3L.
Compression ratio plays a very small part, stock motors all a short duration camshaft, so no gains there.
As mention the intake will play a factor.


So how much is the Tq differences?
Simply multiply CID of a Gen 3 SBC by 1.0 to get peek ft/lbs of torque.
Therefor a 5.3L will make 327Tq and a 6.0L 366Tq.


Horsepower (Hp) is Tq X RPM :- 5252.
The higher the Tq can climb in the RPM range the higher Hp.
To achieve this you need to increase airflow beyond the supplied factory settings.
A longer duration camshaft holds the valves open for longer allowing more air to flow in and out.
This will raise the RPM where peek Hp is produced.
However, a corresponding loss of Tq (or Hp) will occur below 3000 RPM.
Vacuum at idle is reduced for the power brakes and the sound of the idle becomes choppier.


"Porting" the cylinder heads or replacing them with higher performance heads also allows more air to flow through the engine increasing Hp.
Increasing Hp can win races, but will not increase the pulling power use by a truck.

The most effective way to increase both Tq and Hp is with an aftermarket longer stroke crankshaft making more CID, for example 426 7.0L


Active Fuel Management/Dynamic Fuel Management

August 9, 2019

Active Fuel Management (AFM) or Dynamic Fuel Management (DFM) is available on a number of recent GM models to help improve fuel economy, including 2014-2019 Corvette, Silverado LD, Sierra Limited; 2015-2019 Escalade, Suburban, Tahoe, Yukon; 2016-2019 CTS-V, Camaro; 2019 Silverado 1500, Sierra 1500; 2020 Silverado 2500/3500 and Sierra 2500/3500 models.

 

Active Fuel Management

AFM was designed to provide maximum fuel economy under light load driving conditions by deactivating the lifters on specific cylinders. On V8 engines, half of the cylinders are deactivated and on V6 engines, two of the cylinders are deactivated.

Under certain operating conditions, the Engine Control Module (ECM) commands the cylinder deactivation system to deactivate engine cylinders 1, 7, 6, and 4 on V8 engines or to deactivate engine cylinders 3 and 6 on a V6 engine. The engine will operate on all cylinders during engine starting, engine idling and medium-to-heavy throttle applications.

The Lifter Oil Manifold Assembly (LOMA) is only used on AFM applications.

 

Dynamic Fuel Management

DFM is the next generation in cylinder deactivation systems. It features AFM technology with the additional ability to deactivate any combination of cylinder valves to optimize fuel consumption. The control of every cylinder event allows peak efficiency to be obtained throughout the range of engine operation. (Fig. 15)

 
 

By extending cylinder deactivation to all cylinders, DFM allows for a large variety of firing sequences. DFM can have rotating cylinder deactivation patterns, such as 1/5, 1/3, 2/5, or 2/3, as well as fixed patterns, such as 1/4, 1/2, or 3/4. For rotating patterns, which are only available on small block engine (L84,L87), the cylinders being deactivated can change with each subsequent engine cycle. Transitions between firing sequences is done in a continuous fashion, making the transitions seamless and transparent to the driver.

Oil Control Valves (OCV), only used on small block engines, replace the LOMA. OCVs provide faster response times than the LOMA and are required for DFM. OCVs also are used on L82 engines with AFM.

New Dart SBC SHP Unmachined Block

$1700US = $2900NZ

Machined $2250US = $3825NZ

Need a Ford, Mopar, Pontiac Block?

Just Ask.


Coming soon, pages for old school engines and parts.

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The LSA is a supercharged 6.2L engine.
These typically begin pricing with transmission $10,000US however $14K is more common.

The LS9 is the more powerful Corvette version starting at over $16,000US and good luck finding one.

BOTTOM LINE.
If you know what you want request it of me and I'll look for one.
If this is all over your head start by telling me what you are willing to speed an how you plan to use it.
If you just want a modern Chev engine making respectable power then the truck engines are the way to go.

The images on the page of LS motors were copied and pasted, not anything I own.

I am from Timaru. I live in Apple Valley California.


I am a performance V8 engine builder and exporter.
In addition to the engines I build I also send partial engines built by ATK and used engines I find for you.

I am working on new pages for other engines and parts.

​Also, click on my USA-NZ page above

The most popular in the GM line of LS style engines.
There are quite a few models to choose from.
The images showing LS engine was copied from eBay and is out of date.
Anyone can search eBay USA and look at pricing.


Most engines have free shipping but not all.
Whatever the price is whether $3000US or $12,000US add $500US multiple by 1.7 (June 2020 subject to change) and you will have the NZ price you will pay.
Shipping to NZ first requires putting the motor in a crate and transporting to one of the shipping companies I use.
This adds $500NZ to the cost.
 Kiwi Shipping delivers to Auckland, Wellington and Lyttleton for approx. $600NZ (dependent on current exchange rate).
NZ government inspection fees approx. $200NZ.
GST on declared value 15%.


If you add up the numbers you can then compare to a similar engine found on eBay Australia and decide where to buy.
From experience, a motor advertised in Australia for $8000AU can be purchased from me at $1000NZ less with shipping.
But do compare. The goal is to get you the best deal. I do this as a service to New Zealanders.


AFM or VVT Deletion Kit

This compares an LS1 car manifold to the Trailblazer SS manifold

I can supply GMC Blower kits starting at $3800US / $5400NZ using a TBS 6V-71 which is great if you want to make blower whine. For more effective use you'll want an 8-71.

You can take a cheaper iron block motor 4.8L / 5.3L / 6.0L and add a LSA blower.





Shipping to Auckland, Wellington or Lyttleton via Kiwi Shipping in a box cost approx $1100NZ.

GST on the declared value adds 15% and there are approx. $200NZ in government inspection and paperwork fees.

You also need a free importer code number. Click Here.

VVT

GM has announced that all V-8 powered Chevrolet and GMC trucks now feature variable valve timing (VVT) for the 2010 model year. A quick trip back to engineering 101 reminds us that VVT is a piston technology that enables continuous control of valve opening and closing. The end result is better engine breathing, with fewer emissions and improved fuel economy.

VVT has already been available on GM’s small-block 6.0L and 6.2L V-8s. The widely-anticipated addition of VVT to the 4.8L and 5.3L V-8s completes its rollout in the truck small block V-8 engine line. GM made VVT possible by adding a cam phaser to the end of the camshaft that electro-hydraulically controls cam position by taking in information from a sensor and the engine control module.

GM is reporting that when paired with cylinder deactivation (Active Fuel Management) on the 5.3L V-8, VVT helps deliver segment-leading fuel economy in the 2010 GMC Sierra and Chevy Silverado pickups:

The Sierra and Silverado are EPA estimated at 15 mpg city and 22 mpg highway, which is better fuel economy than the less powerful 2010 trucks from Ford and Toyota. (Toyota Tundra 4.6L V-8 EPA estimates 15 mpg city and 20 mpg highway. Ford F-150 292 hp 4.6L V-8 EPA estimates are 14 mpg city and 20 mpg highway.)

This is music to the ears of GM truck fans the world over. Now if we could only get those Colorado and Canyon replacements… like… today – that would be great!

Here is an excpect from testing VVT on a performance engine. The L99 produced maximum torque with the cam advanced 5 degrees. In this configuration, the motor put out 591 hp at 6,100 rpm and 563 lb-ft at 5,000 rpm. When it came time to maximize peak hp, the 416 responded best to 4 degrees of retard. This arrangement yielded a peak output of 609 hp at 6,400 rpm and 553 lb-ft at 5,400 rpm. The results are precisely what would be expected, with the L99 making 10 lb-ft more at 400 fewer rpm with the cam advanced and 18 additional horsepower at 300 rpm higher in the powerband with the cam retarded. In a standard non-VVT motor, this would typically be the point where you'd have to decide to sacrifice low-end for top-end, top-end for low-end, or shoot for a happy medium between the two.SEE MORE

Both these systems can be deactivated or removed if desired.


The intake manifold is taller and than the car manifold. It might be ugly but it makes a better torque curve than the lower car version.


There are also 4.8L (293 CID) (LR4) and 5.3L (327) (LM4, LM7, L59, L33) iron block motors.
These because of the lack of US popularity for engine swapping cost much less. $3000US will buy a complete engine with transmission, sometimes $2500US will get one.
A 6.0L LQ motor can be had for $3000 with a transmission it depends on mileage.

An LQ4 has a lower compression ratio than the LQ9, so regular versus super petrol.

The LS2 is a 6.0L aluminum block engine and was introduced as a replacement to the 5.7.
It was very popular in Holdens.


The L76 (aluminum block) version introduced Active fuel management (AFM).
AFM is a system controlled by the ECU AKA ECM AKA the computer to control oil pressure to the lifters.
At cruising loads 4 cylinders a deactivated.
The loss of power is unnoticed and the fuel consumption is decreased.
This is a good thing especially with NZ petrol prices.
However the lifters can malfunction spoiling operation.
Malfunction is not common but it does happen.
Clean oil of the correct viscosity is important.
Repair or replacement of fail lifters will add cost.


Engine sold by salvage yards in the US are described as running when removed.
It will likely provide years of trouble free operation, BUT THERE IS NO GUARANTEE.
Sure, the yard offers it, but are you going to pay shipping two more times to get the replacement offered by the yard?
A repair out there will likely cost less.
You are considering a used engine, there is some risk, but there will be no deception.