Chevy Performance's LSX376 - Supercharger and Turbocharger Ready!

The LSX376 is built from the ground up, starting with the famous GMPP LSX Bowtie Iron block. At 6.2L, it has the same displacement as its OE cousin, the LS3. The LSX block was designed with racing and high-horsepower street-strip engines in mind, where 500 HP is the starting point. Cast iron is not only strong, it is less expensive to produce a fully-prepped race block than its counterpart in aluminum. With this in mind, the Chevy Performance engineers have developed an economical LSX-based long-block engine that can be the foundation for a healthy supercharged engine, or a more radical normally aspirated powerplant.
If you want to add your own blower or turbocharger, rather than the factory EFI, you can make much bigger horsepower numbers. A word of warning: With any high-horsepower engine combination, combustion control is extremely critical to engine longevity. To put it another way, ignition timing, power adders, such as nitrous oxide, superchargers and turbochargers put extreme stress on all engine components. Combustion events caused by incorrect tuning, or too aggressive power development can result in nearly instantaneous damage or catastrophic destruction. Use caution and seek professional tuning advice if you are attempting to produce 700 HP or more.
A good choice for a healthy street performance engine would be the GMPP LSA 1.9L blower assembly. This is the same supercharger used on the CTS-V and Camaro ZL1 6.2L original equipment engines. Everything fits like the factory, and we also have the rugged LSA FEAD kit available that takes the guesswork out completing your installation. Fore more info, go to www.chevroletpe...

[@gittyupalice96]

for what they're asking wich is around $8,000 dollars with no intake or exhaust... or fuel rails... or ignition... or computer... or wiring harness... you could buy a used LS3 machine it, and throw forged internals in it for the same price, with everything this engine is missing.

[@seattleguy8230]

Yea but most people don’t know how to do that

[@arturoeschistosocervantes4626]

For my chevy 89 Cheyenne

[@simracr94]

Why didn't you put the all forged rotating assembly into this engine like the lsx 454?

[@Donatellangelo]

Can you upgrade a B8 to B15 performance? Or are you stuck with what you have with the B8 if you get that one?

[@hammurambi]

+Donatellangelo The only differences, as far as I can tell from the GM performance parts website, are the forged rods and crank (both have forged pistons but I'm not sure if they're exactly the same). The cam and valve-lift dimensions are different as well. It definitely seems possible to upgrade a B8 to exactly the same specs as the B15, but I'm guessing it would be more expensive to buy a B8 and upgrade it than to just spend a little more and get the B15.

[@dimmacommunication]

The price of the lsx 376 almost doubled :(

[@waynehorsin7457]

How is the block a 6.2l only at 376 cubic inches but a 408 is a 6.0l?

[@blakman41]

I think the 408 is a stroked 6.0

[@nickycowboy5020]

A 6.0 ls is a 370ci. And with a stroker kit it goes to 408ci and increases the liters whatever 408 is

[@markdonovan9247]

A 6.0 l is 370 a 408 is a bored stroker

[@nbrigdan]

If you use all caps you're being wayyyy too obvious, just a pro tip

[@nbrigdan]

obvious troll is way too obvious

[@JamandTheHolograms]

Powder Metal Rods :(

[@hammurambi]

+JamandTheHolograms They're forged, powdered metal. This engine can handle 24 PSI @ well over 1000 HP. I don't think you have to worry about the strength of the connecting rods. EDIT: The LSX376 B8 does not have forged internals, but the LSX376 B15 does ( which is the engine used by lsxtv.com to get those power numbers I mentioned above).