The General Motors LS engine has revolutionized the automotive world with its unmatched combination of power, reliability, and affordability. Its compact design, lightweight construction, and extensive aftermarket support have made it a standout superstar for performance upgrades, engine swaps, and motorsport applications, cementing its legacy as one of the most influential engine platforms in history.
Faithfully monitoring the pulse of the enthusiast aftermarket, Holley was quick to act, calling on its core companies to develop performance solutions for the LS, including the most comprehensive swap kits on the market. Beyond the building blocks, Holley has gone all-in, supporting the burgeoning LS community by hosting an LS-based event series, LS Fest, which now has venues across the country.
This engine guide will explore the design, versatility, performance possibilities, and swap potential of the LS motor. It will also provide insights into effective parts combinations and upgrades, empowering enthusiasts to unlock the full potential of this iconic engine platform.
Building The Beast
The LS hit the road in 1997 under the hood of the C5 Corvette, but development kicked off in 1993. Looking ahead, GM knew that the LT1 and LT4 small-blocks of the day faced three formidable hurdles: ever-restrictive emission standards, CAFE ratings, and power generation. GM retained the fundamental single-cam, pushrod V8 architecture for the LS but extensively redesigned nearly every other aspect, including a deep-skirt block, a new generation of cylinder heads, and even a revised firing order.
The big news on the LS cylinder head front was the move from a 23-degree valve angle to a 15-degree valve angle, significantly improved combustion chambers, and the use of a valvetrain with a hydraulic roller cam and a stock 1.7:1 rocker ratio compared to the traditional small-block’s 1.5:1 setup. GM also made improvements to the intake system, employing composite intakes and large-diameter throttle bodies. The LS’s modern exhaust manifolds vastly outperform old log-style designs by improving flow dynamics, reducing back pressure, and enhancing overall engine efficiency.
Other updates include a more reliable coil-near-plug ignition system that replaced the problematic Opti-Spark, and the use of aluminum blocks featuring iron sleeves to reduce weight. The construction was shifted to iron blocks for truck and SUV LS variants, which were offered under the Vortec nameplate.
Along with its compact, swap-friendly size, GM showed great foresight by keeping basic parts/systems interchangeable between iterations, specifically the cylinder head bolt pattern and crankshafts. Beginning sometime around 2003, GM moved to the Gen IV block, introducing several advancements, including increased use of aluminum construction, a redesigned intake, and a lighter exhaust manifold. Gen IVs also featured modern technologies like displacement on demand, variable valve timing, and drive-by-wire throttle bodies, further enhancing efficiency and performance.
Chevy LS engines have had a profound and transformational influence on hot rodding, car culture, and motorsports by becoming the quintessential modern V8 platform, replete with a series of “Just LS Swap It” T-shirts. Renowned for their innovative design, affordability, and immense power potential, LS engines have made high-performance builds accessible to a wider audience. Hot rodders prize them for their adaptability, as aftermarket support enables seamless swaps into a vast array of vehicles, from old-school hot rods to classic muscle cars. In car culture, the LS has become a symbol of ingenuity and performance, with enthusiasts pushing boundaries by fitting them into unconventional platforms like Japanese and German imports. In motorsports, their reliability and efficiency have made them a dominant force in drag racing, drifting, and endurance events, leveling the playing field by offering world-class performance on a budget. This versatility has cemented the LS as a cornerstone of modern automotive enthusiasm.
The evolution of GM's LS engine family has been nothing short of impressive, with each new iteration bringing bigger, more advanced, and more powerful versions of the iconic LS architecture. The Chevrolet Corvette played a key role as the launchpad for these engines, with GM frequently alternating between a base ‘Vette powerplant and a line-wide high-performance version. These innovations then made their way into other vehicles, including the Camaro, GTO, and a range of high-performance Cadillacs, making the LS a versatile engine platform with broad appeal.
While varied in performance and specifications across its iterations, the LS engine family maintains a core set of shared features that define its design and functionality. These include a bore center of 4.40 inches, six cross-bolted main bearing caps, and a deck height of 9.24 inches. The lifter bores of all LS motors measure 0.842 inches. And even though numerous cylinder head designs have topped LS engines, they’re all secured with a four-bolt head bolt pattern. Also universal among LS engines are the bolt patterns for the timing cover, accessory drives, oil pan, and rear cover. Rounding out these LS commonalities is the coil-near-plug ignition system, which contributes to efficient spark delivery. These foundational elements provide the backbone for the various iterations of the LS engine, supporting both high performance and reliability.
In this article, we'll take a deep dive into the LS engine family, examining its progression from the pioneering earliest versions to the pinnacle iterations with forced induction and big-block size displacement. We’ll explore key changes, horsepower ratings, and the vehicles each variant powered, along with essential technical details. After that, we’ll turn our focus to the three most popular LS-based truck engines. Finally, we’ll discuss performance parts that maximize the potential of these engines, as well as the components and systems that enable successful swaps into different chassis..
LS1 - 5.7-Liter, 346ci
The LS1, the first of the Gen III engines, debuted in the 1997 Corvette and the 1998 Camaro/Firebird, marking a significant evolution from the Gen II LT1. Featuring a deep-skirt aluminum block—where the block structure extends below the crankshaft centerline—the LS1's design allows for cross-bolted main caps, which enhance strength and longevity. The LS1 has a 3.89-inch bore, a 3.62-inch stroke, and a 10.2:1 compression ratio. It generated 345 horsepower in the Corvette (350 lb-ft of torque) while being 95 pounds lighter than its predecessor. To maintain the horsepower hierarchy, the LS1 was rated at 305 horsepower in the base Camaro/Firebird and 310 to 330 horsepower in the uprated SS, Z28, Ram Air Formula, and Trans Am models.
Early LS1 engines in 1997-98 Corvettes and 1998 Camaros featured less-desirable perimeter-bolt valve cover heads. However, the design improved in 1999 with center-bolt heads, which became standard across subsequent LS variants. This is significant because the perimeter-bolt design mounts the coil packs individually, via bolts, to the valve covers, while the later center-bolt design uses a dedicated bracket to mount the coils. The coils can be swapped between designs, but an adapter bracket is required. The ignition system is distributorless, with the ECU controlling coil firing using a 1-8-7-2-6-5-4-3 firing order. Early 241-casting cathedral-port heads feature 67cc combustion chambers fitted with 2.00/1.55-inch valves. A useful modification is swapping on 243-casting heads from the LS6, which results in a more efficient combustion chamber, with a better short-side radius on the intake port and better overall flow.
LS6 - 5.7-liter, 346ci
The LS6 is essentially a mid-model upgrade of the LS1 and the last of the Gen IIIs. It debuted in the 2001 Corvette Z06 with a factory rating of 385 horsepower and 385 lb-ft of torque. In 2002, the output was increased to 405 horsepower, and the LS6 was produced until 2005. The engine also powered the 2004–2005 Cadillac CTS-Vs. While the LS6 retained the LS1's displacement, its improvements included a revised block for better bay-to-bay breathing, increased strength, a higher 10.5:1 compression ratio, and upgraded pistons.
To understand bay-to-bay breathing, visualize the pistons moving within the cylinders, generating air movement in the "bays" beneath them. At high RPMs, this can lead to turbulence, which results in agitated oil. The LS6 block improves upon the LS1 design by incorporating larger windows at the base of each cylinder, reducing turbulence, supporting better oil control, and accommodating an additional 500 usable RPM for improved top-end operation. The LS6 featured 799 or 243 casting heads with D-shaped exhaust ports, a 65cc combustion chamber volume, a more aggressive camshaft—the most aggressive GM offered for cathedral port LS engines—and a significantly improved intake manifold.
LS2 - 6.0-Liter, 364ci
The LS2 marked a significant evolution in the LS platform, earning the Gen IV designation. The most notable change was the increase in displacement, from 5.7 liters to 6.0 liters, partly achieved by a bore increase from 3.89 inches to 4.00 inches. Compression also rose to 10.9:1. The LS2 made its debut under the hood of the 2005 Corvette, where it produced 400 horsepower (400 lb-ft of torque), and also powered the Pontiac GTO, where it was rated at 350 horsepower. The retro-styled SSR produced 390 horsepower. Additionally, it powered the 2009 Trailblazer SS (395 hp) and the 2008 Pontiac G8 GT (361 hp).
Early LS2 engines featured 24x crankshaft reluctor wheels and 1x cam sprockets, later transitioning to 58x reluctor wheels and 4x cam sprockets. This refers to how the ECU receives data inputs. For instance, a 58x reluctor wheel has 58 teeth, with the "x" indicating two missing teeth. Essentially, picture a 60-tooth wheel with two teeth missing. The gap is recognized by a sensor, which signals the ECU, allowing it to interpret the data. The 58x setup provided greater resolution. This change has led to some issues, as it means the original LS2 ECU cannot be interchanged with a newer E38 ECU.
With its increased displacement, 4.000-inch bore, and compatibility with both LS1/LS6 and LS3/L92 heads, the LS2 offers the versatility that engine swappers crave. Other Gen IV updates included provisions for active fuel management (AFM), relocated sensors (the cam sensor was moved to the front timing cover, and the crank sensor plug changed from black to gray), and the introduction of VVT (Variable Valve Timing).
Chevrolet’s VVT system uses electro-hydraulic actuators positioned between the drive sprocket and camshaft. These actuators adjust the camshaft’s position relative to the crankshaft by rotating the cam. This adjustment, known as cam phasing, enables precise control over when the valves open and close. By advancing or retarding the timing of valve events, the system optimizes engine performance, improves fuel efficiency, and reduces emissions. For example, the ECU can fully advance the camshaft to stabilize idle quality and improve low-end torque, while retarding the cam timing at higher RPMs to maximize peak horsepower. Importantly, VVT achieves these benefits without affecting valve overlap. However, the ECU-controlled cam phasing limits the amount of additional lift and duration changes that can be utilized with a performance camshaft. To overcome this limitation, the aftermarket introduced phaser eliminator kits, which revert the system to a fixed-cam setup, enabling the use of more aggressive camshaft profiles and resulting in significant gains in top-end power. Holley offers VVT delete kits for LS engines with 3-bolt cams and 1-bolt cams.
The LS2 also introduced electronic throttle control (ETC) to the platform. It should be noted that some Gen III LS and Vortec truck motors employed a throttle actuator control (TAC) module that was separate from the ECU. In the LS2, the ETC function was integrated into the ECU.
LS7 – 7.0-liter, 427ci
At 505 horsepower (470 lb-ft of torque), the LS7, developed for the 2006 C6 Corvette Z06, was the most powerful LS engine GM offered in a Corvette at the time. It powered the Corvette until 2013 and was also used in the 2014 to 2015 Camaro Z28.
The block featured a siamesed design with no cooling passages between cylinders. It had a 4.000-inch stroke and 4.125-inch bores and was fitted with pressed-in steel cylinder liners. The block was deck plate honed for increased precision and packed with race-spec technology, including lightweight titanium connecting rods and forged pistons with tapered wrist pins to further reduce weight. This stout block was topped with high-flow cylinder heads developed from units used by the Corvette Racing Team. These 452-casting-numbered heads featured 70cc combustion chambers, CNC-machined rectangular intake and exhaust ports, 12-degree valve angle titanium intake valves, and an 11:1 compression ratio. The LS7 also introduced GM’s first hybrid dry/wet oiling system, commonly referred to as a dry-sump system, which supports superior lubrication during extended high-RPM usage. Each LS7 was hand-assembled by a single technician at the GM Performance Build Center in Wixom, Michigan.
LS3 – 6.2-liter, 376ci
In 2008, the C6 Corvette became home to another new LS variant. The LS3’s 430 horsepower (424 lb-ft of torque) delivered a significant performance boost to the base-model Vette. GM developed a strengthened block that not only supported the LS3’s power but also served as the foundation for the supercharged LS9 in the ZR1 Corvette. The LS3 also powered the Pontiac G8 GXP (415 hp) and the 2010 Camaro SS, where manual transmission models featured the LS3 and an impressive 426 horsepower, while automatic models used the 400-horse L99 with GM’s Active Fuel Management cylinder deactivation system. The LS3 remained in service until 2017.
The LS3 is the successor to the LS2 and is a much more advanced powerplant. The LS3’s 0.2-liter increase in displacement was achieved with a 4.065-inch bore. Those seeking even more can add a 4.000-inch stroke, producing an engine with 6.8 liters or 415 cubic inches of displacement. The LS3 retains the deep skirt design and cross-bolted main bearing caps. As cylinder head flow is crucial to making horsepower in naturally aspirated engines, GM focused on improvements in this area—and they made great strides.
The LS3’s advanced rectangular-port L92 cylinder heads offer numerous advantages that produce a better air/fuel mixture and improved combustion efficiency, resulting in increased power output and better fuel economy. The compression ratio checks in at 10.7:1. The heads feature enlarged intake valves, which necessitate the use of an offset rocker arm on the intake side. This design accommodates the larger valve size, ensuring optimal airflow and improved performance without compromising valvetrain geometry. Larger valves require larger ports, and the L92 delivers. Their larger rectangular ports provide significantly improved airflow compared to cathedral-port heads, supporting higher horsepower levels, especially at high RPMs. Swapping L92 heads onto an LS2 is a popular modification, but it also requires an L76 intake manifold to match up with the L92’s wider intake ports. Additionally, attention should be paid to changes in compression ratio, where improvements in the power band occur, and the importance of cam upgrades. This is not a set-it-and-forget-it proposition.
LS9 - 6.2-Liter, 376ci
The LS9, GM's first supercharged LS engine, delivers an impressive 638 horsepower (604 lb-ft of torque), making it the most powerful LS variant. It powers the hard-hitting 2009 to 2013 Corvette ZR1. Boost is provided by a 2.3-liter Eaton TVS (Twin Vortices Series) 2300 supercharger, which works in tandem with an air-to-liquid intercooler. The supercharger is a Roots-type, positive-displacement design, equipped with twin four-lobe rotors twisted 160 degrees—an advancement over the original three-lobe design with a 60-degree twist. This unit produces 10.5 psi of boost in the ZR1.
Built on the reinforced LS3 block, the LS9 features stronger steel main caps, larger 12mm head bolts, forged pistons to withstand the boost, and a 9.1:1 compression ratio. GM employed under-piston oil squirters to enhance lubrication and cooling during extended high-RPM operation.
The LS9 boasts a next-level fuel system that incorporates a sophisticated dual-pressure design and a center-feed fuel rail to optimize performance and efficiency. The dual-pressure system operates at approximately 36 psi during idle and low-speed conditions, minimizing energy consumption and reducing fuel pump noise. For high-speed or wide-open throttle demands, the system can instantly increase fuel pressure to 87 psi, thanks to cues from the LS9’s advanced ETC, ensuring adequate fueling under more demanding conditions. This dynamic adjustment enhances fuel pump efficiency and operational quietness. Additionally, the center-feed fuel rail design delivers gasoline to the center of the injector rail, ensuring balanced fuel distribution to each bank of injectors. This reduces fuel pressure variations across injectors, contributing to consistent performance and reliability.
Like the LS7, the LS9 utilized a dry-sump oiling system and was hand-assembled at the Wixom Performance Build Center. This powerhouse enabled the ZR1 to become the first Corvette to exceed 200 mph.
LSA - 6.2-Liter, 376ci
The LSA, a detuned version of the LS9, debuted in the 2009 Cadillac CTS-V with a power output of 556 horsepower (551 lb-ft of torque). It featured hypereutectic pistons in place of the forged LS9 units, a smaller 1.9-liter supercharger with a top-mounted intercooler, and nodular iron main caps. A reworked version of the LSA was used in the 2012 to 2015 Camaro ZL1, where it produced 580 horsepower (556 lb-ft of torque). Like the LS9, the LSA also utilized piston oil squirters to help manage piston temperatures.
THE TRUCK CONNECTION: LS-BASED VORTEC V8s
Chevy LS DNA can also be traced to a number of The General’s modern truck engines that fall under the Vortec banner. Many of the truck-spec V8s use basic block and head designs similar to the LS, with the primary difference being the internals (i.e., crank and rod dimensions) and intake manifolds, which are not interchangeable between Vortec and LS engines. Early Vortec V8s featured iron blocks, which is why turbo-minded swappers covet them.
Introduced in 1999, the 4.8-liter LR4, 5.3-liter LQ4, and 6.0-liter LM7 were the first wave of LS-based Vortec truck engines. The 6.2-liter Vortec came out later. Here’s a rundown of the three most popular swap engines from the Vortec lineup, including the 5.3-liter and 6.0-liter iron block offerings.
LM7 - 5.3-liter, 325ci
The LM7 is a Gen III engine with aluminum heads rated between 270 and 295 horsepower (315-335 lb-ft torque). This motor can be found in 1999 to 2007 Silverado 1500/Sierra 1500 pickups, 1999 to 2006 Tahoe/Yukon, Suburban 1500/Yukon XL 1500 SUVs, 2002 to 2005 Escalade 2WD SUVs, 2002 to 2006 Avalanche pickups, and 2003 to 2007 Express/Savana vans.
The LM7 features dished pistons and has a 9.5:1 compression ratio. The heads are 860 and 706 castings, with cathedral intake ports, oval exhaust ports, a 61cc combustion chamber volume, and a 78mm 3-bolt throttle body. This motor can be identified by a “T” on the 8th digit of the VIN.
Boost enthusiasts favor iron blocks because they can handle the pressure of boost well. The Vortec 5.3-liter engines have a relatively small cylinder bore of 3.78 inches, which translates into thicker cylinder walls that strengthen the block, allowing it to better handle the demands of boost from turbos or superchargers. The engines offer a great combination of displacement, widespread availability, a low entry fee, durability, and a vast aftermarket of performance products.
LQ4 - 6.0-liter, 364ci
The LQ4 is also a Gen III engine with both iron and aluminum heads, rated between 270 and 295 horsepower (360-370 lb-ft torque). This motor can be found in 1999 to 2001 Suburban, 1999 to 2004 Silverado 2500/Sierra 2500, 2001 to 2007 Silverado 1500 HD/Silverado 2500 HD, 2002 to 2004 Sierra 1500 Denali, 2001 to 2006 Sierra 1500 (Classic), 2001 to 2006 Sierra 2500 HD (Classic)/Sierra 3500 HD (Classic), Yukon Denali XL 1500 & XL 2500, and 2003 to 2007 Express/Savana, Hummer H2.
The LQ4 features dished pistons and has a 9.4:1 compression ratio. From 1999 to 2000, iron-head castings are identified with either 373 or 873 casting numbers, with cathedral intake ports and oval exhaust ports. From 2001 to 2007, the LQ4 used 317 and 035 head castings with cathedral intake ports and D-shaped exhaust ports. All variants featured a 71cc combustion chamber volume, an 80mm 3-bolt throttle body, and a “U” on the 8th digit of the VIN.
The blocks used in the 6.0-liter branch of the Vortec family tree are similar to those used in the 5.3s. The 6.0-liter blocks have been bored to 4.00 inches, compared to 3.78 inches for the 5.3s. The stroke is 3.62 inches. Iron 6.0-liter blocks are the go-to for big-boost/big-power builds. The bores can be safely taken to 0.030 inches over, and they can be stroked up to 4.00 inches, which results in 408 cubic inches of displacement.
LQ9 - 6.0-Liter, 364ci
With 345 horsepower (380 lb-ft of torque) on tap, the LQ9 is one of the harder-hitting Vortec iron blocks. It’s a Gen III design with aluminum heads, found in the 2002–2006 Escalade Base, EXT, ESV, 2003–2007 Silverado SS, 2004–2006 Silverado/Sierra HO, and 2006–2007 Silverado/Sierra Classic VortecMax.
The LQ9 sports a 10.1:1 compression ratio and uses flat-top pistons. The heads are 035 and 317 castings with cathedral intake ports, D-shaped exhaust ports, a 71cc combustion chamber volume, and an 80mm, 3-bolt throttle body. The LQ9 can be identified by an ‘N’ in the 8th digit of the VIN.
The LQ9 can be stroked in the same manner as the LQ4, as the only difference between the two is the piston design, which GM used to control the compression ratios between the engines.
There is a tried-and-true methodology for tuning modern powerplants. The key is to use hard parts and electronics that work together to maximize horsepower. It’s wise, if possible, to come up with an all-encompassing game plan before you start turning wrenches. If you intend to seriously build your LS, don’t bother with early, basic bolt-on parts that will soon become obsolete as you progress toward your goal. For instance, don’t install headers if you plan to go turbo. Also, consider the cascade effect, where making one set of modifications can necessitate other changes to the system. An example of this would be improvements in airflow into the engine, which may require fuel and/or ignition system upgrades.
Basic Performance Upgrade
For many, the 426-horsepower LS3 in their Camaro SS hits the mark, but enthusiasts rarely settle for stock—they want to maximize performance and take advantage of the potential GM left on the table. On the truck side, owners of 345-horse, LQ9-powered trucks may seek a bump in towing performance. A wise first wave of aftermarket parts should include a cold air intake, a performance exhaust system, and a tuner to optimize engine performance across the board. It all starts with getting air to the engine. Cold air intakes are a great first mod because they add power, can change the engine’s induction sound, and are easy to install.
A performance cat-back exhaust system bypasses restrictions in the OEM setup by using larger-diameter piping and freer-flowing mufflers, which make more power while delivering an intoxicating rumble. For optimization, a handheld tuner like the DiabloSport inTune i3 can sharpen throttle response, optimize drivability, improve fuel economy, and increase horsepower and torque. It comes pre-loaded with dyno-tested performance programs specifically designed for your ride. These are the quick and easy options, but those aiming for extra credit can add a set of tubular exhaust headers or high-flowing cast manifolds to the mix. These take more effort to install but can significantly increase flow out of the engine while still being within the capabilities of handheld tuners.
Induction Systems
Induction involves moving air into the engine by enlarging and streamlining the path it follows to and through the cylinder heads. It should be upgraded when the airflow volume is increased, either by a forced induction system or the use of an aggressive camshaft and/or cylinder head porting. Pairing a large-bore throttle body with a large-plenum intake manifold is the most efficient way to increase both the volume and velocity of the air entering your engine.
Selecting an MSD Atomic AirForce two-piece manifold retains the flavor of the OE composite LS unit while increasing plenum volume. The Atomic AirForce manifold accommodates an OEM or larger 103mm throttle body and stock or aftermarket fuel rails. Another option is the modular cast aluminum Holley intake manifold, which provides excellent flow at a great price. These manifolds come in Low-, Mid-, and Hi-ram designs, allowing you to tailor the flow characteristics to match where your LS engine makes peak power in the rpm range.
On the throttle body front, Holley offers 85mm, 90mm, 92mm, 95mm, 102mm, and 105mm Chevy LS units to cover all the bases.
Forced Induction
Boost is king, and LS owners can choose from a wide variety of forced induction kits featuring all types of superchargers and turbo sizes. But if you’re an intrepid enthusiast looking to build your own turbo kit, Flowmaster offers stainless-steel, CNC mandrel-bent, and ceramic-coated turbo headers for LS-based Vortec 4.8-, 5.3-, and 6.0-liter engines.
Fuel Enrichment
When you step up the airflow with a forced induction kit or any notable performance upgrades, the fuel side of the combustion equation must also be addressed. Holley EFI offers an entire line of LS-spec fuel system parts, including in-line and in-tank fuel pumps, bypass and boost-referenced fuel regulators, high-capacity fuel rails, and upgraded EV1 and EV6 high-flow port fuel injectors.
The further your build moves away from stock, the closer it comes to requiring next-level control systems. Adding boost and/or upgrading to larger injectors represents a tuning threshold, where controlling the fuel injection system surpasses the capabilities of the stock ECU or handheld tuner.
High-performance LS builds that incorporate boost or significant amounts of nitrous will likely require a fully programmable stand-alone ECU. Holley has developed its Terminator X and Terminator X Max series of EFI systems to cover every LS and Vortec engine from 4.8 liters to 7.0 liters. A typical LS1/LS6 system includes an LS Engine Main Harness (24x reluctor), EV1 Injector Harness, DBW Throttle Body Harness, Terminator X MAX ECU, ECU Main Power Harness, Bosch LSU 4.9 Wideband Oxygen Sensor, Input/Output Harness, and assorted vacuum adapters.
The Terminator X Max is a plug-and-play system that includes real-time fuel learning, high-impedance injector drivers, an integrated 1-bar MAP sensor, and four programmable inputs and outputs. These features are ideal for controlling electric fans, boost control solenoids, progressive nitrous systems, and more. The Terminator X Max ECU comes pre-loaded with base maps for common LS engine configurations, enabling a quick setup to get your vehicle on the road or track in no time. A convenient and innovative 3.5-inch touchscreen LCD handheld provides access to an intuitive calibration wizard, various tuning parameters, and acts as a gauge display. The included Holley EFI software suite offers full laptop access for in-depth customization. This is a versatile system that can adapt as your build evolves. It's a great option for both budget-friendly builds and high-powered race engines.
For even more power and additional inputs and outputs, Holley Dominator ECU systems are the ideal choice.
LS Ignition Solutions
The ignition system will need to be upgraded as high-boost or high-shot nitrous systems are brought online. The spark energy from the OEM setup may be challenged or overwhelmed by the increased cylinder pressures of forced induction and nitrous. Holley has all the angles covered with MSD and Accel plug wire sets, MSD Blaster series coils, MSD Pro Power coils for LS1/LS6 and LS2/LS7, and Accel Supercoil coils. To speed installation, Holley EFI coil relocation brackets simplify the process and eliminate the clutter of the OEM coil-on-cover design found on early LS valve covers.
Looking at the LS from a swapping perspective flips the script because the engine is no longer in its natural environment. It takes a custom touch just to get it under the hood of its new home. Modernizing a classic car or truck with LS power presents both spatial and functional challenges.
Holley went all-in, developing the most extensive and innovative Chevy LS swap solutions on the market. This deep-dive R&D effort resulted in 22 dedicated LS swap platforms, along with a wide selection of universal swap parts and kits. Each platform can include more than a dozen specific car models, making this a vast ecosystem. Simply click on the platform, select your individual model, and shop for each swap subsystem your vehicle will need, step-by-step.
HOLLEY LS SWAP SYSTEMS
Car Platforms
1964 - 1967 GM A-Body
1968 - 1972 GM A-Body
1968 - 1974 GM X-Body
1978- 1988 GM G-Body
1967 - 1969 Camaro/Firebird
1970 - 1981 Camaro/Firebird
1982 - 1992 Camaro/Firebird
1993 - 2002 Camaro/Firebird
Truck Platforms
1963 - 1966 C10 Pickup
1967 - 1972 C10 Pickup
1973 - 1974 C10 Pickup
1975 - 1986 C10 Pickup
1973 - 1987 K10 Pickup
1973 - 1982 Blazer/Jimmy 2WD
1982 - 2004 S10/Sonoma Pickup
1988- 1999 K1500 Pickup
Non-GM Swap Platforms
1979- 1993 Ford Mustang
1994- 2004 Ford Mustang
1987- 1995 Jeep Wrangler
1997- 2006 Jeep Wrangler
Universal LS Engine Swap Components
While Holley offers a wide array of preconfigured swap component combinations, many vehicles may not have a specific kit available. But that's no problem. Holley provides all the subsystems and individual components you need to swap an LS engine into practically any vehicle imaginable.
These components are primary designed to help physically install the LS engine in the engine bay. A typical 1960s muscle car system would include engine and transmission mounts, which need to work with a properly contoured swap oil pan. The mounts help position the engine, and the oil pan is designed to clear the crossmember and address vehicle ground clearance while also ensuring proper placement of the oil pickup.
Moving from a vertical to a horizontal axis, the systems include headers and accessory drive relocation kits that reduce the width of the engine. Holley engine swap headers come in mid-length, long-tube designs. In some cases, the best choice is cast-iron manifolds, which Holley offers as well. The goal of swap headers or manifolds is to properly install on the modern engine while also navigating the frame, shock towers, and steering gear of the classic chassis you're swapping into.
Holley’s accessory drive kits provide a straightforward and cost-effective solution for tackling the accessory drive challenges associated with LS engine swaps. There are three positioning strategies to choose from; all are engineered to ensure proper belt alignment, factory-level stability, and a factory-style appearance.
Holley’s Low-Mount and High-Mount accessory drive kits can be ordered as complete kits, including new accessories (e.g., alternator, A/C compressor, power steering pump), or as bracket-only kits that address individual accessory brackets (e.g., alternator bracket). Alternatively, kits can include all essential brackets and hardware for the entire accessory drive system.
Holley swap systems can also include EFI conversion fuel tank kits. These kits address the differing needs of an EFI setup compared to the car’s outgoing carburetor setup, specifically fuel pressure. Holley Sniper EFI conversion tanks can be fitted with in-tank or inline pumps that are rated at 255 lph to 400 lph and provide a static 60 psi of fuel pressure, which is quite a jump compared to the 5 to 7 psi found in a typical carburetor system.
The final item that joins old to new is the radiator. Frostbite aluminum radiators cool more effectively, weigh less than older brass units, and have inlets and outlets that match up with the LS engine.
The LS can go most anywhere. Other, less mainstream swap destinations include the Nissan 240SX, BMW E36 M3, Honda S2000, Mazda Miata, Datsun 240Z, Jaguar XJS, boxy Volvo wagons, FC and FD variants of the Mazda RX-7, and the RX-8. Holley’s universal swap gear is a trusted source that will help get the swap off the line, with engine mounts, crossmembers, oil pans, and headers and manifolds that will make your swap easier and cleaner.
When you complete your LS project, come celebrate with us! Our commitment to the LS runs deeper than just parts and products. We are enthusiasts too, and we love seeing our fellow car lovers enjoying their rides. Holley hosts several LS-specific car shows, collectively known as LS Fest.
Starting over a decade ago in Holley's hometown of Bowling Green, Kentucky, LS Fest has grown into a must-attend automotive festival, now with additional locations in Las Vegas, Nevada, and Fort Worth, Texas. This action-packed event celebrates everything LS-powered, featuring an exciting lineup of activities, including drag racing, drifting, autocross, burnouts, off-road challenges, and an expansive car show.
Get in the mood and check out our coverage from a recent LS Fest event here.
Chevy LS engines have become the rock stars of modern automotive performance, generating excitement and horsepower in equal measure. These high-tech powerplants are the go-to choice for enthusiasts, builders, and racers, and they’re the driving force behind the engine swap craze that’s sweeping the scene.
Holley has played a pivotal role in enhancing the LS engine experience by providing innovative solutions that maximize performance and simplify installation. Whether you’re just starting with basic mods or are about to complete a full swap, we have everything your LS needs—comprehensive swap kits, innovative engineering, and user-friendly features.
We’re more than just your gateway to performance; we’re your gateway to a vibrant community of Chevy LS enthusiasts through events like LS Fest, as well as video and tech content on Motor Life that highlights the strong bond Holley has cultivated around these iconic engines. Join us!
LS ENGINE SWAPPING
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How To Swap an LS Into a Fox or SN-95 Mustang
LS Engine Swaps the Easy Way for Many Popular Platforms with Holley
Headers vs Exhaust Manifolds: Which is Best for Your LS Swap?
Holley's Off-Road Oil Pan and Shield For Swapping An LS Into Your 4WD Rig (VIDEO)
How to Determine the Correct Oil Pan for Your LS Swapped Vehicle
How To Assemble Hooker LS and LT Clamshell Motor Mounts for an LS or LT Swap
Flowtech GM LS Swap Exhaust Manifolds
LS-ENGINE PRODUCTS
Holley RetroFilter Air Cleaners: Vintage Style for LS Engines
Holley EFI Cast Intake Manifold Buyer’s Guide for GM LS and LT Engines (VIDEO)
Every Holley LS Cast Intake Manifold for Your Carbureted or EFI LS Engine Build
Hooker Blackheart Clamshell Mounts Make LS and LT Engine Swaps Easier than Ever (VIDEO)
Holley's Lo-Ram EFI Intake Manifolds Offer Ultimate Versatility
Holley’s High-Clearance, High-Flow Lo Ram Intake Now Available for LS3 Engines (VIDEO)
Holley’s Compact, High-Power, Lo-Ram LS Intake Manifolds (VIDEO)
Keep Your PCV System Working Properly with a PCV Fitting From Earl's (VIDEO)
Holley LS Water Pumps
Holley Releases LS Retrofit Oil Pans
Holley Mid-Mount Complete Accessory Systems Now Available for GM LS7 and LT1 Engines
LS ENGINE TECH and HOW-TO
How To Install Holley's Mid-Mount Accessory Drive Kit onto An LS Engine
How To Install a Camshaft in An LS Engine
How To Install a Holley Mid-Mount Accessory Drive on an LS Engine
LS Engine Oil Tech: Tiny Details Can Save Your Motor
Giving A T-Bucket's LS Swap a New Look with Holley Dress-Up Parts
How to Convert from Carb to EFI on an LS-Swapped Camaro with Sniper
How To Make a Junkyard LS Engine Look Good
How to Add Nitrous to Your LS-Powered Vehicle
Installing a Low-Profile Holley Lo-Ram Intake Manifold on a 4th Gen F-Body
How to Wire an LS Engine Harness (VIDEO)
Caddy Crusher LS: Installing a Mid-Mount Accessory Drive
How To: Install Terminator X EFI on any LS Engine (VIDEO)
LS DYNO TEST / ENGINE BUILD
LS Motor Dyno Test: Do Normal Bolt-Ons Matter With a Turbo?
Holley Hi-Ram vs. LS6 Manifold: Dyno Test
Destroked LS3: Build This 8000-RPM Screamer
Building Holley’s Sweepstakes LS Engine
Motor Life /LS Intake Manifold Shootout on a 440ci LS7 with Holley and MSD (VIDEO)
Caddy Crusher: Turbo 5.3 LS Top-End Build
Scoggin-Dickey’s 2000HP LT Twin-Turbo Crate Engine (VIDEO)
Dyno Tested: Factory LS 90mm Drive-By-Wire Throttle Body vs Holley EFI 105mm (VIDEO)
Dyno Tested: How to Choose the right Intake Manifold for your LS Engine
LS Intake Manifold Shootout on a 440ci LS7 with Holley and MSD
Putting the Sniper EFI Dual Plenum Intake to the Test on the Dyno
How To Make Easy Turbocharged Power with Hooker BlackHeart Turbo LS Manifolds
LS Fest East
2024
2023
2022
LS Fest West
LS Fest Texas
“Sexxy Red” Blown LS-Swapped ‘63 Impala
RJ Fabrication’s 1949 Willys Pickup
Dutchboys GNXS ’87 Buick Grand National
Sac Speed Shop’s 1970 Chevelle
Gas Monkey Garage's OBS Silverado
LS-Swapped ’78 Malibu: 1000-hp Milk Money
Twin Turbo LS ’68 Nova: Turquoise Terror
Quad Turbo C5 Corvette: Twisted Vision
800-hp AMC Pacer: How to Build a Burnout Car
LS Powered VW Bus: Wild in the Streets
'71 Plymouth Duster Runs LS, Hemi, and Coyote Engines for Holley Fests
Tangy Texas Treat: 2000hp Twin Turbo LSX Camaro
LS Fest East: Rear-Engine 1971 GMC by Twisted Speed & Performance (VIDEO)
Lean Mean and Green: Twisted Speed’s Wild C10
Widebody Wonder: This LS Powered ‘75 Vega Is Pro-touring Perfection
SEMA Stunner: Kevin Hart’s ’69 GTO
Richard Burnett's 1960 International Metro Mite - Unique Work in Progress
This LS-Swapped G-Body Is An Ambassador For The Big Wheel Scene
This Road Course-Tuned C10 Takes Pro Touring To The Next Level
LS Swapped 1967 Twin Turbo Slingshot Dragster
This Turbo LS-Swapped GMC Sierra Is The Do-It-All Haul Ass Hauler
This Record-Breaking Chevrolet SS Isn't Done Raising The Bar
The Inside Scoop on Deb Hall’s Detroit Speed Built 1971 Pontiac Firebird
Pushing the Limits of a Nitrous-Powered Nissan 240SX S13 at LS Fest East (VIDEO)
Keep 'Em Guessing: This Small-Tire Datsun 1200 Dares To Be Different
Stuttgart, Meet Detroit: A Mid-Engine Porsche 914 Filled To The Brim With GM V8
From Rugged to Refined, Land Rover gets a 480 HP LS Motor Upgrade by Impatient Creations (VIDEO)
This LS Powered 1971 Impala Has Style, Grace, And Enough Power To Leave You Far Behind
Underestimate This Rough-And-Ready Turbocharged LS Chevelle At Your Own Risk
Unleashing the Beast: Holley and Mike Finnegan Turn a 1967 Chevrolet C10 into a Powerhouse
Breaking In An LS7-Powered 350Z The Right Way (VIDEO)
A Sinister Reminder That 1969 Camaros Are Classics For A Reason
This Detroit Speed-Built 1965 Buick Riviera Is Built To Drop Jaws (VIDEO)
Get A Closer Look At The Detroit Speed-Built 1965 Buick Riviera Gran Sport (VIDEO)
Detroit Speed’s Stunning 1965 Buick Riviera GS (VIDEO)
