GM PERFORMANCE PARTS OFFERS NEW HIGH-PERFORMANCE ENGINES AND ENGINE COMPONENTS FOR ‘LS' AND ORIGINAL SMALL-BLOCKS

LAS VEGAS – GM Performance Parts' growing lineup of high-performance crate engines, partial engines and engine components offers a wide range of options for the serious racer, street enthusiast and workday truck customer. New products include high-performance crate engines based on the original and legendary small-block, as well as high-horsepower components for the “LS”-series Gen III and Gen IV small-blocks.
A new era of modern performance will launch this spring with the LSX Bowtie Block cylinder block, an affordable cylinder block based on GM's popular and renowned LS engines. The LSX block supports large-displacement, high-horsepower engine combinations and is the foundation for future LSX rotating assemblies, camshafts, cylinder heads and crate engines.
Another power builder for LS fans is the availability of high-flow L92 cylinder heads – the same production heads found on the 403-horspower 6.2L V-8s of the Cadillac Escalade and GMC Yukon Denali . Their high-flow design is rooted in the successful Corvette racing program and the amazing LS7 crate engine.
For those who rely on their small-block for work as much as recreation, the new HT383E crate engine offers a significant and emissions-legal power upgrade over high-mileage 5.7-liter engines in 1996-1999 trucks. The 383-cubic-inch HT383E is a direct replacement engine that works with the vehicle's factory computer, making for a fast, easy engine swap.
LSX Bowtie Block
The all-new, cast iron LSX block was designed for the creation of affordable, large-displacement high-performance engines based on GM's Gen IV small-block architecture. The iron block brings GMPP's race block technology to street-level enthusiasts, enabling engine builders to use traditional displacement-enlarging techniques to create large-displacement small-block engines.
GMPP worked with NHRA Pro Stock legend Warren “The Professor” Johnson to design the block, with strengthening features that enable an engine to support up to 2,500 horsepower [] – including supercharged, turbocharged and nitrous oxide applications. Highlights include:

• Six-bolt main bearings
• Thick deck for maximum clamping force
• Thick cylinder walls for increased bore diameter and excellent water flow
• True priority main bearing oiling for standard hydraulic roller lifters
• 9.26-inch semi-finished deck height, with tall-deck version to come
• 3.99-inch bores, ready for honing
• Capacity for 4.250-inch bores with 0.200-inch wall thickness
• Capacity for 364 cubic inches to more than 500 cubic inches
• Accommodates all Gen III and Gen IV oil pans and oil pumps
• Main web bay-to-bay breathing holes for increased horsepower
• Extra breathing pocket added near starter location for better windage

The LSX Bowtie Block accommodates all Gen III and Gen IV cylinder head designs and includes a provision for six-bolt cylinder heads. And like other Gen III and Gen IV small-block engines, the LSX can be built with either port fuel injection or a carbureted setup. []

L92 cylinder heads and intake manifolds
The L92 6.2L small-block V-8 found in the 2007 Cadillac Escalade and GMC Yukon Denali is a powerful engine, rated at more than 400 horsepower. Much of the engine's impressive output is due to its high-flow aluminum cylinder heads. GMPP now offers the L92 heads as a high-performance upgrade for Gen III and Gen IV engines, along with a pair of specially designed carburetor intake manifolds.
The L92 head is based on the racing-derived cylinder head of the Corvette Z06's LS7 7.0L engine. It offers tremendous airflow capability, thanks to a unique, rectangular inlet port shape, offset rocker arm design and large valves. Airflow is supported by 55-mm-diameter intake valves and 40.4-mm-diameter exhaust valves.
New intake manifolds allow carbureted engine combinations and are designed to match with the intake port shape and angle of the L92 heads. Two versions are available: a standard carburetor intake and one with machined bosses that accept fuel injectors for EFI setups or nozzles for nitrous oxide. Carbureted engines require only an additional ignition driver for an easy, trouble-free conversion from the Gen III and Gen IV engines' production fuel injection systems.
For more information, or to locate the nearest GM dealership, visit www.gmperformanceparts.com.

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More about the car/engine: http://www.worldcarfans.com/news.cfm...camaro-at-sema

Hope this isn't a repost. I saw the LSX in the SEMA car when the pics were released, but I thought it was just a fancied up "LSx" (in the generic sense) with a carb intake setup. I didn't realize it was a new performance engine setup.

Tommy likey...

 

http://web.camaross.com/forums/showthread.php?t=481951

your post has a lot more info though

 

That's probably a better forum for a thread about this. On the other hand, a lot of the guys in the future vehicle forum may not spend as much time in the LSx tech forums, so maybe I'm in the clear.

This news seriously has me drooling.

 

Nothing was spared when building that.

 

Yeah but the GT500 still has more potential.....

 

Yea and some 2009 Camaro's will turn into Autobots from space!

 

Can't really top that one.

 

So, a 500ci monster taking up as much space as a stock 346ci LS1? Muahahaha...things are gonna get NASTY!

 

6 bolt heads

pssssshhhhhhhhhhhhhhhhhhhhhhhhhh