The Next Generation of Chevy V8: LS vs. LT

In depth discussion of differences between gen 4 (LS) and gen 5 (LT) Chevy Small Block engines. We go through the cylinder block design, cylinder head design, piston design, connecting rod design, camshaft design, accessory drive design. Very excited to swap one of these into one of our sleeper projects.
Additional comments on video commentary:
- Raised intake ports on head additionally make room for direct injectors. (win-win)
- Increased baffling in valve cover helps keep more oil out of the intake and therefore off of the intake valve since there is no fuel to clean it off.

[@aaronsmith4746]

The reason for the PCV baffling in the valve cover is to keep oil mist off of the intake valves since they are not cleaned by fuel spray.

[@chicagotank]

Catch can

[@cromBumny]

Is the LS/LT direct injection? You comment is on true IF they are direct injection...and I don't think they are

[@aaronsmith4746]

@@cromBumny LS is port injection. LT is direct injection.

[@notbuyingit8047]

And yet the valves still get gummed up in the intake port. The improvements to the valve covers did not have anything to do with the oil still getting into the intake because the pcv valve ( through which the vacuum is sucking) is pulling from the valley cover.

[@stevenbelue5496]

So the pcv baffling doesn't pick up any oil when it bleeds off or pulls off crankcase pressure and recycles it back to the intake track. The old cheesy baffles would definitely pick up misted oil and pull it right back through the intake, so I can definitely see how improved baffling could help.

[@joebeaver852]

Awesome tutorial brother a lot of people don't know good information

[@tjakr3869]

Looks like an engine dungeon, love the walls. Really cool

[@andrewnelson3733]

Barn basement that is 133 years old in one area and 101 years old in another

[@HighlanderNorth1]

🙄🥴 As a Ford guy, I once again find myself wondering why Ford(and Mopar) didn't think to design a great, versatile, strong, but relatively simple and AFFORDABLE engine like the LS and the newer GM variants, which could be easily and relatively cheaply procured, with lots of affordable performance parts, and significant room around the cylinders for boring, as well as stroking to well over 400cu/in. Instead, we got a HUGE, small engine that barely fits into most cars, due to the enormous heads and valve covers, which is ironic considering that the large external dimensions absolutely do NOT equate to the internal displacement area, which is kinda ridiculously small at 4.6L to 5.0L in most cases, despite their external size being larger than the GM LS! I hear the Ford "modular motor" is capable of handling a lot of power, but God forbid you have to buy a crate modular motor, or even a short block, cause it's going to cost you! You'd think Ford would've learned a lesson from the Chevy gen 1 small block V-8, and designed their new engine with similar benefits(ie. relative simplicity, relative affordability, flexibility, parts availability, etc). But .....nope! ☹️👎

[@kimmer6]

My son had an 86 Bronco in high school. I was a Chevy fan and could build small blocks in my sleep. But that Bronco put me in a rage every time we worked on it. Ford made mid year changes and we had to bring in old parts to Auto Zone to match up because they were different that the book called for. They would try to give us the 3 wire oxygen sensor listed in the book but it came with a one wire sensor. This bronco had v belts. The book calls for serpentine belts. It had a tired 302 engine. I got a nice 351 and installed it. They look the same but the 351 was wider and now the headers hit the front driveshaft. The distributor and oil pump drives were different sizes, etc. Ford stuff was a pain in the ass compared to the interchangeability of small block Chevy parts. I'm working on a stock 1931 Model A Ford now. At least the parts interchange between years.

[@iqinsanity]

If you fought that hard over parts, you didn’t think it through. Order parts for the 85, solves most of the mid year issues

[@thetotlpkg]

That is where Ford makes their money. Year specific parts. The very reason I hate Ford.

[@iqinsanity]

Gm never upgrades it’s vehicles? So if there is a 97 model and a 2004 model of the same body style nothing is upgraded? That’s dumb

[@Boatsandhoes44u8]

You sound like you're gonna switch over to chevy soon, you can afford to make alot of horsepower and torque for way less money. Ford always had high priced performance parts and it kept alot of people from owning a Ford.

[@laz7354]

I did the same thing ... Stuck with the Small Block and skipped the LS as I was never a fan of some of the chantes. The LT looks FANTASTIC!

[@jaimecervantes3896]

I like that nova in the background 👍🏼😁Thank you for the info 👍🏼👍🏼

[@MeaHeaR]

This is one of the most interesting and so well explained vidoes ive seen. just like talking to a mate over a beer in his shed. it was so well presented and engaging, thanxx duudé 👍👍

[@clint.garage.6092]

Great video. Thanks for doing these.

[@williamkroth9429]

I just got my C8 Corvette and by watching your excellent video; I now know much more about the upgrades to the LT engine. Good job.

[@dustcommander100]

That looks like a lot of work to make a video - thanks for sharing!!

[@specforged5651]

Thanks for the vid! A lot of good info here. Good work! Remember, boost “psi” is not the important factor here. It’s all about air density. Nobody on earth explains this better than Gale Banks. He has some very interesting ideas on getting away from the “I’m running 20 lbs of boost” bullshit. Sure PSI matters, but there is a lot more important things that go into forced induction. Absolutely love it though, I’ve been building turbo engines of all kinds my whole life and never get bored with it. Thanks!

[@patrickroeill8746]

Im an old mechanic but back in the day i use to do GM PROM changes from air mass to air density because i always felt better to measure air density than air mass.Have fun guys

[@kalanirobb54]

The good out weighs the bad with this gen. Awesome detonation control ,lower cylinder temps that in theory could be controlled by elec.variable oil pressure ect. Higher compression! This is really cool !unreal potential

[@oldleatherhandsfriends4053]

How are the cylinder temps lower? I imagine they are actually hotter seeing as they aren't spraying fuel into the cylinder until the last possible moment. I think the engine has the oil squirters because it NEEDS them to survive without the fuel cooling the pistons.

[@kalanirobb54]

@@oldleatherhandsfriends4053 for sure but with the squirters I'm sure cylinder avg. Temp is lower I'm sure not to mention direct injectors allow temp and detonation control that has to be quicker to act .

[@dekebell3307]

GREAT freakin video sir! (Super jealous of the head collection on the back wall!!)

[@austinwilbanks5919]

Kinda excited for when the LT is more available to people. Pretty cool QOL improvements

[@oscaresquivel3625]

Thx bro, u make me feel better with my car, 2016 corvette z51 lt1 I did not know about the oil sprayers to lubricate pistons ! Thx nice video,

[@jimwhalen6769]

Great information! Thank you!

[@jackperry9369]

Thanks sir I'm subbed keep bringing em like this I love info b gas grandpa still building and learning 👍

[@AirGunScientist]

Great video. Very informative.

[@maryannmoran-smyth3453]

Another interesting thing about the new LT engines is the greater spacing between the bores which allows for better head gasket sealing ,more stability and cooling.Siamese boars on high powered motors is a bad idea because it’s not great for cooling and could warp easily compromiseng ring stability

[@stephenhodge6441]

Are they not both 4.4 inch bore spacing?

[@donnie1581]

We're definitely going to see some good things with the LT.

[@charleslowe522]

Yep just look at he intake ports on the heads, if the power is in the heads then boosted this engine should be able to achieve time travel.

[@lonnyself3920]

amelia c8

[@loganshotrod4x464]

The cathedral shape intake port seemed overrated to me... I’m not all that surprised to see it go & kudos to GM for giving us more options

[@hendo337]

The cathedral ports work great, they're better for most street cars, especially on boost than the Rectangle port heads, especially if you aren't looking to spend a fortune on valve train parts to keep from dropping a valve or some other problem caused my the big heavy valves and a cam that is overly aggressive to try and squeeze every bit of power out of the engine. It's best to keep the lift under 0.600" IMO with rec ports even though they offer more flow UpTo 0.625-0.650" lift, not a very good HP/$ proposition when you include the extra precautions for only 10-15hp, you can get more power other ways cheaper.

[@ryantinney]

Excellent video. Thank you so much.

[@deanstevenson6527]

Cleveland firing order, almost 1/2 inch studs, deck height and canted valves. Then four bolt per cylinder studs, 875 thou cam followers. All changes moved the original OEM small block from Chevys Harley Earl design to the Bill Gay/ Macara/ Phillips 335 design. SIDI tech is a great advance..Ecoboost with out a turbo.

[@BruceLee-xn3nn]

Anyone that knows old fords sees alot of old ford tech in these ls engines. First time I seen ls block i thought it was a 427 fe block.

[@fredericrike5974]

Harley Earl? Harley Earl designed water fall hood rims and design themes for whole makes of GM. Ed Cole, a sleeves rolled up, real, honest to gosh, engineer was the lead designer/planner for the Chevy 265 Small block of 1955. Zora Arkus Duntov was among the development engineers who lead Chevy to "one hp per cubic inch", early mechanical fuel injection. Not really bagging on HE- some of his designs were imitated by others all over the world. I've owned and driven several! FR

[@DesTakeFlight]

Great info to know 💯 I have a L8T block can’t wait to put mines together

[@Calvin-Nelson]

Sick! Sounds like a cool build.

[@heathwirt8919]

Interesting report on the differences between LS vs. LT, the differences are more significant than I thought. Most of the changes on the LT make sense but a few like the LS gasket verses the LT's silicone bead for sealing don't.

[@lukepokrajac1057]

This was a very interesting video. Some great schooling on the differences between the LS and LT engines. Although I own a classic mopar with a b engine big block 383...I really find GM's new "stuff" to be cool...even more so than that of Ford "Tritons" or "new" mopar hemi's. The LS's have become legendary...even to the mopar folks. But...i just wonder if the LT's will be as reliable with direct engine, solenoid control oil pumps, etc. My old 383 is 53 years old and is drop dead reliable with an original bottom end and heads. But you do hear of alot of folks putting 300K+ miles on the LS's.

[@BruceLee-xn3nn]

NO..they have lifter problems and low oil pressure issues. Popularity is from being plentiful and cheap. Same as sbc have always been.

[@trevorbressman6717]

@@BruceLee-xn3nn lmao funny you say that. Just have to get a afm delete new tune. And wam bam thanka maam

[@Burndown]

The rods in these are supposed to be better than the gen 4 rods form what I understand as well. Ill be interested in these once they start cracking to code on them. Thanks for sharing the info on these! Looking forward to the swap process and learning about them.

[@jamesschneider8228]

Iam a 71 year old chevy guy that is a lot of new info my 2000 Silverado has a great 454 I've heard of the LS and LT. Great Job!

[@thephantomzoneboxing]

dam youre old

[@thomasfoster7524]

fixing to do a l.s swap on my 1986 dooley can't wait figure I would go to the l.t in the future

[@DefenistrationAlley]

As someone who's got a boosted s10 with the stock v6, the short lived V6 version of the LT family really interests me.

[@keithhill9138]

I am really enjoying your video. You talk slower so that one can remember better what your talking about. I love the subject matter and the difference between the two. Thanks for the information!!!

[@snooka2484]

What really surprises me is that the LT has been out since 2014, nearly 9 years ago and only 2 years ago people are talking about it like it's still new. I'm still new to engine building and aftermarket customization and have never even had my hands on an LS, but I notice a lot of custom builds, even recent ones, are LS based which baffles me to an extent. Nice to see the differences beside each other. Great content! Thank you!

[@Calvin-Nelson]

It took a little bit for the LS to catch on too.

[@kyleallen3857]

Nice Work

[@timdontwannasay5889]

Awesome video! SUBSCRIBED!

[@reapermech]

l83 into that green nova behind you , also i agree with you on the direct injection being the next step , im just not too keen on that oil pump though

[@kyleallen3857]

kzbin.info/www/bejne/mqO8fmiOhrOnobs Oil Pump Info

[@saulgonzalez8117]

Niceee! Very explanatory i learned a lot from you video thank you

[@Crysmatic]

first video to correctly called knock "autoignition". tonnes of useful info. thanks. however, the LT injects fuel while the intake valve is open to mix fuel and air. it's a common misconception that it injects fuel just before ignition like a diesel. the valve covers are the PCV/oil mist separators and I'd still recommend a catch can.

[@fuckjewtube69]

Are we sure about that? How could it run such high compression with regular gas.

[@marcinsurma4407]

Direct port nitrous can be fun in this engine.

[@modeverything1]

Very interesting, good info! I'm running into stuff like this trying to swap from a 3400 v6 to a 3900 v6, GM changed just enough to make it not so simple! Lol

[@Calvin-Nelson]

GM is not like the old SBC days where the same thermostat gasket worked on an engine from 1950 to 1995

[@actionjksn]

@@Calvin-Nelson I changed from a Gen 4 in 5.3L to a gen 3 in a 6.0. I had to take the crank and have the other 58 tooth reluctor wheel pressed on, because the gen three is 24 tooth. It had to be done just so the computer would work it was a big pain in the ass had to change something on the camshaft as well I think. The newer engines are stronger and have more potential though so I guess it's worth dealing with.

[@diduck6878]

@@actionjksn you could have swapped cranks. They have the same stroke

[@mechmancannon]

The good news is that gear heads 30 years from now will have separate LS & LT parts piles. It makes sense from a historic point of view.

[@supercharged6771]

Great video

[@DJhenderlong]

Very informative overview. Leave the rings alone just gap them. Ive seen no blowby or fluttering issues. DI+PFI is awesome! I've been experimenting with multiple injection cycles.

[@ShawnGilbert1967]

Using what control system?

[@DJhenderlong]

OBR Control System's E8 ecu. Runs full sequential DI and PFI.

[@johnnieburge4997]

Great video. I’m converting an LT4 to an LT5

[@regzilla]

They are totally different platforms so why be annoyed by the differences. Look the difference between the LS and SBC.

[@davidsabyan2481]

The dynamics of DFI are mind boggling. Pulse timing to create maximum cylinder pressure to create higher torque at different engine rpms. Also opens up new intake and exhuast designs. I bet this will give diesels a run for their money. Great informational video.

[@gustavototi3903]

Nice explanation

[@Ilovegirlfights2]

1a I had no idea they where that different I learned a lot thank you

[@numberpirate]

I prefer Hondas but this was a really cool video to watch. I like the side by side comparisons. Really good knowledge to have in case I ever run across someone with either of these.

[@migmadmarine]

As an aside on your wondering why they changed the water pump. The paperwork and meeting time expended on it was undoubtedly large. The bean counters are the driving force on these deals. If it saved them pennies per piece, the go after it like vultures

[@abrahamking3950]

So enjoyable

[@hendo337]

I really wish I could build a new L8T based stroker engine and try a set of those L83 heads on it. Maybe do a little porting, big cam, very high compression to take advantage of the direct injection, headers, possibly a Holley Hi-Ram. I was thinking a 0.060" overbore for 4.125" with a 4.25" stroke for a 454ci LT based engine, I believe the L83 heads flow 283cfm at 0.600" lift vs 303cfm from L92 heads at 0.600" and they have made 700hp on a 468ci stroker so I would think L83s on a 454 could make well over 650hp n/a if not close to 700hp with the benefits of compression close to 12:1 if not more, especially if I run E85 and a little head porting to hit a little closer to 300cfm. Hopefully the word on the street about the L8T block being as strong as an LSX is true that would mean that the engine should be strong enough to run boost with a 4.125" bore, it would be crazy to make around 1000hp on 7psi with a 700hp 454ci stroker L8T and around 1400hp at 15psi. Apparently SCDP made around 2000hp with a stock L8T block and crank with performance pistons and rods only slightly larger than 400ci.

[@Shiftheads]

Great info. Just got a L86 for my FRS swap. Trying to see if any front sump pans exist atm. Excited to see what you do!

[@jasonsparshott7208]

They have tons of aftermarket LS pans to fit pretty much any application and if you can't find a pan for your app you still have the option of a custom built pan and modified oil pick up tube to fit in the sump . Or you always have the option of a dry sump system .

[@Shiftheads]

@@jasonsparshott7208 only one place makes a front sump gen v lt pan right now that I know of and thats LOJ conversions.a few LS front sump pans like the gto out there but gen v LT motor is slim pickins

[@jasonsparshott7208]

@@Shiftheads aren't the pumps and oil pans the same from LS to LT ? I see toned of different swap pans . LS's are being swapped into every thing with different aftermarket pans and pickups ! Doesn't the C7 use a 6.2L LT with a factory dry sump set up ? Even if there is absolutely nothing out there there is certainly a way to build or have built a custom pan .

[@Shiftheads]

@@jasonsparshott7208 They are different . Trust me if I could use a LS pan I would just buy a GTO pan and be done with it. We are not talking about LS here the LT has a lot of differences. kzbin.info/www/bejne/aGmToGaonaaNfs0

[@jasonsparshott7208]

@@Shiftheads I realize we are talking LT and not LS but the LT mtrs have been out for 6 years now so it would seem like someone would build a pan . I wasn't aware of any huge block changes other then water pump mounting / passages and the wider mtr mount pad and bosses! I haven't watched the video you posted a link to yet but I will . But even if they are completely different why couldn't you ( or a machinist/ fabricator ) cut the LT oil pan mounting plate off . Then cut a GTO LS oil pan off of mounting plate and massage / weld / fill the LS pan to LT flange ? And I know the pick up tube can be swapped between the LT/LS oil pump . I really thought the main difference in the LS and LT platforms was the heads , direct injection and pistons . But I learn more everyday !! Thanks for your info and link and remember there is always a way to accomplish what you want so I know there is a oil pan or someone who can build you a oil pan or even you building your own oil pan is just a little work and thinking out side of the box to make it happen!!

[@waterheaters]

great info. thanks! i just want to know the basics, what will it take to swap into a 67 firebird? how to control? anything i should know? or just go with an LS?

[@Calvin-Nelson]

sites.google.com/view/vortec4200wiki/home

[@nvdubs]

The vacuum pump is strictly for brake booster vacuum line. There is only one plastic line coming out of those pumps and it goes to the booster. It's there to provide extra vacuum when the engine is in 4 cylinder mode. It doesn't pull extra vacuum from the motor at all. It is belt driven and oil fed from the motor and that is all that pump and the motor do for each other.

[@stevenmitchell6347]

The LT direct inject cylinder head suffers the same issue as ALL direct inject cylinder heads...intake valve carbon build-up. This is due to EGR and PCV vapors burning onto the valves. Injecting fuel into the intake runner helps remove these deposits. I'll stick with indirect injection since I don't tear my engines down regularly in order to clean valves!

[@jenniferlinderman4225]

Good info bro

[@SKYENET-zy2cn]

Good info

[@blindguy7428]

I lol'd at your bloopers...73/74 Nova in background?? Details? My first car..currently trying to get it back on the road. Mines burgundy/medium red metallic..I like the pea green..guy down the roads got a 72 he's looking to ls swap.

[@charleslowe522]

Nice. Dude the LV3, v6 Vortec motor, has the exact same heads as the latest LT. Of course, minus the extra cylinder. Not to take away from the this video, but there is a guy who has swapped an LV3 into his Grand National. He flowed the LV3 heads and out of the box they flow just as much, if not more than fully ported aftermarket heads from TA Performance and as much as Buick's mighty Stage II heads. As a matter of fact the intake ports on the LV3 are eerily similar to the intake ports on the Stage II heads. Shape and size, I just don't remember where the ports are located relative to the top of the heads like the LV3 or LT heads. I'm sure I can find footage, but I bet the latest LT will put down some nice power at even modest boost levels, say 5 or 6 lbs with the right turbo setup. The LV3 motor is laying down some very impressive numbers at 7 or 8 psi of boost with a BorgWarner turbo. Something like 600 to 700 whp. The guy was able to achieve this same power level with the 3800, but cranking out 19 psi of boost. The .5L displacement helps, but I think the head flow has a lot to do with it. Cool upload. I like your uploads on the Vortec 4200. Waiting to see Richard Holdener's big bang test to see what the stock block motor can make with a turbo. Keep up the good work.

[@joeinmi8671]

The vacuum pump is for the factory brake booster in '14-'18 trucks. Its lubricated with engine oil for longevity. Has nothing to do with crankcase evac.

[@scrappy7571]

Also the vacuum pump discharges the air into the crankcase. It does not vacuum the crankcase. Even more reason for the baffles in the valve covers due to increased volume of air.

[@the2120company]

thanks, valuable

[@johnparrish9215]

Goodson sells a Side Porting tool for less than 100 bucks to take care of the ring flutter problem.

[@dano4572]

GM must have a contract with Mr. Gasket! silicone supplier! bad move!

[@johnlacroix1639]

WOW very kool great info.,,1st class AAAAAAAAAAA++++++++++++ again great video I liked it a lot keep up the great work.

[@weofnjieofing]

With direct Direct injection, auto ignition is reduced due to the cooling effect of fuel being sprayed directly into the cylinder through evaporative cooling. This pulls heat away from the combustion chamber allowing for a higher compression ratio for any given octane rating compared to port fuel injection.

[@bladerunner5810]

Isn't the use of fine thread head bolts the fatal flaw of the Northstar V-8? Coarse threads are better in aluminum.

[@thebaddestogre-3698]

Yea that concerns me a bit for the aluminum block LTs...

[@ShawnGilbert1967]

Use studs when building

[@marktilley388]

I think its going in the Nova

[@brucegillies1694]

At one time high performance meant quarter mile time or TopSpeed nowadays high-performance to me means adequate power and miles per gallon

[@BruceLee-xn3nn]

Japanese

[@brucegillies1694]

Japanese will haul 3900# Camper ? and get 15-17 mpg , 1968 Chevrolet does….!

[@donaldgminski8621]

Looks like the exhaust ports are very different, too.

[@stephanM5]

is there a carbon build up issue on the intake side of the intake valves on the LT engines now that fuel does not wash over the intake valve like Ford had with their direct injection engines?

[@davidshields302]

Dude, the LSA and LS9 blocks came from the factory with piston squirters. So you are incorrect saying LS engines didn’t have squirters.

[@77chevy4x4]

Wow added BBC exit ports and vola beast of the streets again...

[@AndresRodriguez-sm1fr]

The LT 1 is an LS eater, I can only imagine this gen 4 lt I bet it will make a lot of power.

[@ccohen8]

Question: Come the LT (6.2) use the same motor mounts as the LS(6.2) or are the engine/motor mounts in different locations.? Looking to use a LS swap kit for a project but don’t want to buy it if the LT can’t use the supplied mounts from the kit

[@aphil4581]

Good luck swapping over to the Lt front belt systems everything Ls has to go. So it will be expensive. If it dose not come with the engine. the Variable Cam Timing makes a ton more torque on these engines. With better flowing heads and higher compression and all it's a knowbrainer. You can use bigger cams in it if you add piston reliefs just like the LS's.

[@aldente3585]

Great video! This DIS is exactly what I’ve been waiting for! Why? Because propane. Yes welcome to 113 octane rating and clean clean engines! With propane we could increase the already high compression ratio and get free horsepower plus it’s boost friendly. The price of propane is almost exactly the same as gasoline if you consider it’s cheaper but the engine uses a little more. I’m sold on this new LT!

[@Calvin-Nelson]

Hm... Very interesting. What is the BSFC?

[@aldente3585]

@@Calvin-Nelson thank you. I have found only research on propane used in SI engines in its gaseous state. If high pressure liquid propane is introduced into the cylinder the latent heat of vaporization is going to change the game dramatically. Rousch has used a liquid propane drag car for some time now with great results. I admit I have not dug into their findings.

[@Calvin-Nelson]

@@aldente3585 so, where I am going with my questioning is will the same size injector go further with propane than with gasoline or ethanol?

[@aldente3585]

@@Calvin-Nelson the testing I’ve found shows 10% less output than gasoline but the testing is on engines designed to burn gasoline; the compression ratio is not optimized to take advantage of the higher octane of propane. Also the Rousch team uses two injectors per cylinder but they are not using Direct injection.

[@zedee2000]

Have use propane for quite some time in my Little engines it has more octane than gasoline. But on my little 2200 watt generator you lose 10% of power on propane but it runs cleaner no carbon buildup at all. And I can run the generator going down the road no fuel sloshing around. I never have to treat the fuel on propane. I start all my gasoline engines on propane in the winter time. Natural gas has a higher octane rating but not probably too feasible to use it in vehicles being the tank would be a good size. The nice thing about non-liquid gas fuels if you put too much in the engine you just keep turning it over or let it rest for a few minutes. it's not like too much liquid gasoline in the cylinders and you wet the plugs and time for a spark plug change because a wet spark plug won't run. Also the oil doesn't break down with any of your non-liquid style gas fuels.

[@hendo337]

Is the cylinder head bolt pattern symmetrical so you could put the heads on opposite sides and have the exhaust manifolds facing forward?

[@Calvin-Nelson]

You can face the manifolds down and forward but not up and forward if that makes sense.

[@samuelgonzalez1891]

My son has an LS it's fast has not lost a race yet it depends if you know how get max power out of it

[@loong111]

I can see how direct injection would prevent pre-ignition, but you can still get detonation.

[@dubltap7216]

I have the 6.2 in my 2020 Silverado, I know it's 11.5 to 1 compression. I was looking at a 2021 Camero with a supercharged 6.2. so is the engine in the Camero running lower compression?

[@shadowopsairman1583]

It is Camaro

[@flipposgarage]

Im suprised there isn't one comment talking about the afm/dod delete or lifter failure? Just switched from LS to LT myself looking forward to tearing it apart and making it better ill always love LS tho

[@Calvin-Nelson]

Yeah. True. I was comparing to gen 4 which has the same failure.

[@frankanderson998]

Can you use a gear drive system on the motors??

[@jakegorman7121]

I don't think you mentioned what the LTs came in. What models had them?

[@outgoingcare]

Is the low tension rings for nikasil barrels?

[@ttamn92]

Cracks me up when people think DI is for emissions...DI engines are actually dirtier than PI engines..all DI engines make particulates just like a diesel engine...I work in a emissions lab testing tailpipe emissions via a chassis dyno and we have to catch and weigh the particulates that are in the exhaust system.... yes they can make more power with less fuel tho..but they are dirtier that PI (port injection)

[@amindnew527]

Nova!!

[@patrioticaussiesams8581]

Wonder how these LT are going to respond to Modifing? Going to interesting to compare, I'm guessing they'll respond very well once sorted

[@Calvin-Nelson]

Agreed. Go check out Dr. Tunemall

[@jeffrey4547]

the lt 1 was a sbc with the lt top end the new lt engines have their own block like a ls but not interchangeable u need to check out the new LS 7 427 it is one wicked engine that puts out 860 hp stock

[@user-ju3ns2cz1u]

I may have missed it. But what is the weight difference?

[@xozindustries7451]

Now that it’s direct injection, you can make it a two stroke, twice as many power strokes, mo Powah! Can you run a crank driven fuel pump like a duramax or Cummins? I know the fuel volume is an issue unless you switch to a corvette direct injection pump. The really nice part about direct injection is that there’s more room in the intake port for air, there’s no atomized fuel traveling down the port. And a higher compression motor will always drive better off boost so the LT has that going for it too

[@Calvin-Nelson]

Oof. Two stroke. Not even sure how you would accomplish that. That would be one funny looking cam shaft. That or you could spin it at the same speed as the engine. I imagine that would hard on the valve train. Yeah. You have to swap the an LT4 pump and LT4 injectors to make real power with these.

[@kyleallen3857]

Belt driven fuel pumps are available from Katech, but you won’t need it unless you are over 800hp or on e85

[@jamesjacobs1909]

Direct injection is cool, but it gums up the intake valves; did they fix that?

[@SuperSstealth]

They haven’t fixed it, the only solution manufacturers have come up with is to have both sequential injection and direct injection

[@vokdienuwesuidafrika]

@@SuperSstealth remove the crankcase breath tube from intake. and plug off . run a filter on the breather . thatl help

[@PredaFran]

@@vokdienuwesuidafrika that would screw up the engine a lot, you would have no crank case ventilation when you are not moving, it would ruin the oil and allow a lot more sludge to build up

[@vokdienuwesuidafrika]

Sluge comes from not changing your oil. How would it build up if you stay on top of your oil changes ? It wouldn't screw up the engine. Do a little home work next time

[@PredaFran]

@@vokdienuwesuidafrika no sludge also forms from the byproducts of combustion and humidity in the oil, that's why all engines run a PCV. They break down the oil and reduce the oil life

[@CarsCatAliens]

I have a 92 prelude with close to 1500 HP in stickers, body kit and wings.. Im gonna say another 500 HP in intake and strut bar. And most likely another 300 HP in projector Head lamps, and decal/badge delete...

[@mikescaffo4850]

I have a 2017 gmc sirrea with the 5.3 absolutely love it but I don't like afm I hope it keeps running like it dose now great engine except for afm

[@actionjksn]

I heard the bottom end is a lot stronger on the LT. Did you not see anything that would indicate that? Like in the design of the block.

[@Calvin-Nelson]

The engine deck surface is much improved. The bottom end itself look majorly the same.

[@mattmaulfair4169]

you're putting one in the F250

[@lieugebo805]

What about the better LS the LS7 for instance is a rectangular port and can make a shit ton of power and how can a flow bench number not matter the more CFM I had flows the more power you can make the more CFM I had flows the more camshaft you can use etc etc

[@sisimons7998]

I WILL BE WATCHING THE PROGRESS OF THE NEW ENGINE ,, THANKS.

[@stephenr1999]

Subscribing. Hope you will be able to get some 4 wheel stands. Or at least some steel toe boots.

[@notbuyingit8047]

I thought the Ring gap being too close is the reason for pistons breaking. LS uses low tension rings also ,but they run at Lower compression so they have more tolerance for boost. That is the first I have ever heard of ring”flutter”

[@Calvin-Nelson]

Everything has a critical frequency. I think the Gn V rings being so thin is the problem, not necessarily the low tension. Since the making of this video I have seen enough folks push the Gen V stuff hard enough to think it's just fine to push the stock bottom end.

[@danielweinbaum]

AWESOME VISEO !!! I DON'T CARE WHAT VEHICLE YOU PUT IT INTO AS LONG AS IT HAS A MANUAL TRANSMISSION !!!!!!!!!!