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See the last sentence of the second paragraph, their highlight is shaft mounted rockers and solid lifter, also note how the covers are held on, through the top. Why this came in my mailbox is beyond me but I suspect they sent to many people. | If you are unable to view the images in this email, view it in your web browser. |  |  | | |  |  | | | What does it take to be the most powerful engine in GMPP history? 720-plus horsepower at 6800 RPM. 630 lb-ft. of torque. Maximum RPM of 7100. Those are the mind-blowing stats for the brand new LSX 454 Race Engine, 454 cubic inches of record-smashing performance. While this engine won't be available for purchase until early 2011, we asked LSX engineer Rocko Parker for some exclusive details on the design and engineering process for this track-dominating powerplant.
FUEL: What are the newest features that you've engineered into the LSX 454 R crate engine?
ROCKO PARKER: We've taken the LSX 454 and added our new D/R heads and D/R intake. That's taken some engineering development time to work out the required valvetrain to get the full benefit of this big increase in airflow. Some of the new features on the LSX 454 R that we're excited about are CNC'ed cylinder heads, a shaft-mounted rocker arm system, and mechanical solid valve lifters.
FUEL: How much airflow potential do the new LSX D/R intake and heads offer the engine builder?
RP: We believe they have great potential for high horsepower. They have been designed to accept up to a 1" lift camshaft and knowing how good some cylinder head people are, they could make great power. We have the GMPP CNC program that offers 430 CFM at 0.800" of lift, but we're keeping the lift closer to 0.700" on the race crate engine. We wanted to create an engine that offers good horsepower but still maintains reliability, durability, and keeps costs in line. For the maximum effort guys that are willing to perform more maintenance, then there is considerably more potential power in these cylinder heads. The intake manifold is a very high single plane manifold with a large plenum. It has a mounting flange for a Holley 4500 series carburetor. It has been designed with extra material for the engine builders that want to contour and port match the plenum and runners. Additionally, it has LS7-style individual gaskets to create an excellent seal between the intake and cylinder heads. These gaskets are very nice because the intake can be removed without having to scrape a more traditional flat gasket. They can be reused, and there is less worry about gasket material getting into the engine while servicing.
FUEL: Tell us about the valvetrain that you engineered for the engines...
RP: This engine has a full roller mechanical valvetrain. It has tie bar-style lifters with heavy-duty push rods to accept the fast ramps, duration, and lift of the cam selected. GMPP has used the more traditional sizes for valve in this engine, so the engine builder has more choices to select valves and guides. These head use a 5/16" valve stem and 0.500" outer diameter guides, and are in contrast to the rest of the LSX heads, which use a 8mm valve stem and are designed using metric sizes. | |
| | | |  | | | SHOP OUR NEWEST LSX CYLINDER HEADS AND INTAKE MANIFOLDS
We've added a whole mess of new products to our LSX parts lineup. Check out the specs on these awesome new parts and buy them online. All of our components are backed by a 12 month/12,000-mile parts and labor limited* warranty.
* Whichever comes first. See dealer for details. | |
| | |  | LSX-LS7 Heads
• 6-bolt per cylinder bolt pattern
• LS7-style rectangle port design
• 2.200" titanium intake valves and 1.610" sodium-filled exhaust valves
• Minimum 4.100" bore
• 270cc intake ports and 85cc exhaust ports
• Handles .650 degree lift with premium springs | | | |  | LSX-DR Drag Race Cylinder Heads
• LSX-DR rectangular port configuration, much larger than LS7
• 356-T6 aluminum construction
• Six-bolt LSX configuration
• 5/8" Thick Deck for improved sealing
• Raised intake/exhaust runners — unique to the LSX-DR head | | | |  | LSX-DR Carbureted Intake Manifolds
• LSX-DR rectangular port configuration
• Single plane design for mid-range and full race performance
• Injector bosses cast in two locations for injection and/or nitrous use
• Extra thick materials for professional modifications
• 4500-style carburetor mounting | | | |  | LSX-CT Cylinder Head
• 356-T6 aluminum racing head
• 5/8" thick deck
• LSX-CT rectangle intake port design — requires LSX-CT or LSX-DR intake manifold
• LSX-CT/DR spread-port exhaust port pattern
• Cast-in down-nozzle bosses (not machined)
• Designed for 2.200" intake and 1.610" exhaust valves | | | |  | LSX-CT Standard Deck 4bbl Manifold
• Single plane design for large displacement or high-rpm applications
• LSX-CT/DR-style port; minor port matching required for optimal port match
• Two-sets of injector/nitrous bosses are cast-in for extreme power capability
• Extra thick for professional porting and/or boosted applications
• 1/2" raised 4150-style carb mounting pad | |
| | | |  | | |  | GET THE CORVETTE ZR1'S POWER-ADDER FOR YOUR BUILD
Unleash Corvette ZR1 power in your next build with our new LS9 Supercharger Kit. Engine builders can use the kit on any engine with LS3 heads or the LS3 port configuration — including some engines using GMPP's LSX-LS3 or LSX-LS9 six-bolt heads. The LS9 supercharger kit (part number 19244103) includes the assembled supercharger, fuel rail with injectors, integrated throttle body and "dual brick" intercooler. The builder must supply the engine's LS9's front drive accessories and drive belt — available as a kit from GMPP (part number 19243524) — and other intercooler plumbing components. The supercharger is not compatible with LS1, LS2, LS6 or LS7 heads and hood modifications may be required with C5, C6 and some other vehicles.
"Enthusiasts have been asking about this exciting performance component since the Corvette ZR1 debuted and GM Performance Parts is thrilled to finally offer it," said Dr. Jamie Meyer, product integration manager for GM Performance Parts. "Our LSX376 crate engine was developed specifically for forced induction, so the LS9 supercharger kit complements it perfectly to create a robust and very powerful engine for street rods, restomod muscle cars and late-model performance vehicles."
Because of its high-boost capability, GMPP recommends premium engine fasteners and head gaskets with the LS9 supercharger. It is sold as a racing part only by GM Performance Parts and does not carry a warranty. We know what you're going to ask next: YES, you can put it on your Camaro or Corvette, but installation will void your vehicle's factory warranty. | |
| | | |  | | |  | DOWNLOAD YOUR FREE COPY OF OUR COMPREHENSIVE CATALOG
It's the most wonderful time of the year. It's 2011 Catalog season here at GM Performance Parts and we're pumped to bring you the one-stop shopping guide to our latest products. Download your copy — absolutely free — and you'll get build tips, installation tricks, and updated part numbers. Plus, sneak a peek at our newest mind-blowing crate engines, including the full E-ROD lineup and the hot new LSX 454 R — the biggest, baddest LSX crate engine in our portfolio. Download yours now or pick one up from an authorized GMPP retailer. | |
| | | |  | | |  | We're headed to the Barrett-Jackson auction in Scottsdale, AZ on January 17-23, 2011. Swing by the Southwest and see us. | |
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 55 Vicky & customline 58 Rack Dump, 55 F350 yard truck, 57 F100 59 & 61 P 400's, 58 F100 custom cab, 69 F100, 79 F150, 82 F600 ramp truck, 90 mustang conv 7 up, 94 Mustang, Should I continue?
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