From GM...
GM Performance Parts (GMPP) has released its 2011 catalog. It contains more than 300 pages of crate engines, engine parts and vehicle accessories for vehicles powered by GM’s LS, small-block and big-block engines – and almost every one of them is available for purchase online at gmperformanceparts.com.
For 2011, the catalog features more for LS high-performance engine builders, including:
Vehicle-specific performance parts and accessories
Expansion of the E-ROD crate engine portfolio
The LSX454R crate engine
LSX DR 11-degree cylinder heads and matching intake manifold
LSX six-bolt L92-style cylinder heads for smaller-bore LS engine.
Along with descriptions and part numbers for all the engines, parts and accessories, the GMPP catalog offers valuable information on selecting matching components for the best-performing combination, as well as detailed specifications on most components – including charts outlining cylinder head specs and camshaft specs. There’s also a special section for LS engine builders that provides an overview of the LS engine family and parts interchangeability.
GMPP has also included accessories for new Chevrolets, including the Corvette, Camaro, Cruze and trucks. They include performance, suspension and appearance upgrades.
Enthusiasts and builders can buy the 2011 GM Performance Parts catalog from GM dealers or online at GMPP’s eCommerce store, located at gmperformanceparts.com. Simply click on the SHOP button and enter “catalog” in the search function. A free download of a PDF version of the catalog is also available at gmperformanceparts.com.
Cover cars
A pair of dealer-modified Camaros are featured on the cover of the 2011 GMPP catalog and exemplify a growing trend in using crate engines to offer extraordinary performance to a new generation of enthusiasts – all while evoking the spirit of the dealer-driven COPO Camaros of the late 1960s.
The Camaros were built by DeNooyer Chevrolet in New York and Georgia’s NeSmith Chevrolet. DeNooyer used GMPP’s new LSX454 crate engine to build a modern 454 engine for the Camaro SS, while NeSmith transplanted the supercharged LS9 engine from the Corvette ZR1 into their Camaro.
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COPO Camaro
Dealership-created performance packages were an important part of Chevrolet’s muscle car heritage. Names like Yenko, Nickey, Berger and others helped drive high-performance options, while enhancing the mystique of one-off collectables decades later. In fact, it was creative ordering on the part of dealers that created the legendary COPO Camaros of the late 1960s – cars available from those enterprising dealers, but not offered in any official catalog or order guide.
More than 40 years later, a couple of dealers – DeNooyer Chevrolet in New York and Georgia’s NeSmith Chevrolet – have rekindled the concept of using Chevrolet’s own parts to create specialty Camaros that simply aren’t offered in regular production. DeNooyer used GM Performance Parts’ (GMPP) LSX454 crate engine (part number 19244611) to build a modern 454 engine for the Camaro SS, while NeSmith transplanted the supercharged LS9 engine from the Corvette ZR1 into their Camaro.
“These great Camaros exemplify the spirit of dealer-built super cars that grew out of the muscle car era,” says Dr. Jamie Meyer, product integration manager for GM Performance Parts. “They are the COPO Camaros of the 21st century.”
Both cars are featured on the cover the 2011 GM Performance Parts catalog.
The DeNooyer 454 Camaro, dubbed the HTR-SS454 (named for partner Redline Motorsports' owner Howard Tanner), takes the GMPP LSX454 crate engine and adds a port fuel injection system to its LS7-style LSX six-bolt cylinder heads. The engine has an all-forged rotating assembly and an 11.0:1 compression ratio. A front end accessory drive system was added, too, along with a custom flywheel and ZR1 clutch matched to the six-speed manual transmission.
With the custom engine installed and properly tuned, chassis-dyno testing of the Camaro delivered a strong 520 horsepower and 530 lb.-ft. of torque at the rear wheels – or right about the 620-hp/590-lb.-ft. estimates from GMPP for the basic crate engine. The car’s driveline was beefed up to handle the 200-horsepower increase over stock, too, with stronger axles and stiffer bushings throughout.
Much like what was done with the legendary Baldwin-Motion cars, of the Sixties, DeNooyer joined forces with an expert performance shop, Redline Motorsports, to help engineer and build the HTR-SS454. Redline a leader in LS-based high-performance engines and vehicles and it also collaborates with DeNooyer Chevrolet on the HTR-600 Camaro, which uses the 505-hp LS7 engine from the Corvette Z06 – also available as a crate engine from GMPP (part number 19211710). More information is available from Dan Carlton, general manager of the DeNooyer Performance Division: 518-526-0412 or dan@denooyerperformancedivision.com
While the DeNooyer 454-powered Camaro evokes memories of yesteryear, NeSmith’s LS9-powered “Storm” Camaro is pure modern performance, with the world-beating power of the Corvette ZR1 under the hood. It was created within the dealership’s in-house customization facility, NeSmith Customs, with assistance from nearby Jen Jac’s Restorations. NeSmith also happens to be the largest GMPP dealer in the country.
The LS9 is offered as a crate engine from GM Performance Parts (part number 19201990) and, because of its similar LS-family architecture to the Camaro’s original LS3 engine, easily slipped into the engine compartment – although some fabrication was necessary to accommodate the unique placement of some accessories, as well as the LS9’s dry sump-style oiling system. But when the installation was completed, the engine looked factory-installed. And with a few minor upgrades, the engine is producing about 700 horsepower.
Like the DeNooyer HTR-SS454, the NeSmith Storm Camaro matches its greater performance capability with complementing drivetrain parts, including stronger axles and a Baer brake system featuring six-piston calipers, front and rear.
NeSmith is offering the LS9-powered Storm Camaro as a special model through its dealership. More information is available from Steve Gordon: sgordon@nesmithnow.com or 912-739-5305.
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Expanding the LSX
GM Performance Parts (GMPP) announces a major expansion of its LSX line of maximum performance parts for racing and street/strip applications, with the introduction of new LSX-DR drag race, six-bolt CNC-machined cylinder heads, a high-flow, single-plane intake manifold and LSX L92-style six-bolt heads for small-bore applications.
The LSX-DR head is the highest-flowing LS cylinder head ever offered by GM Performance Parts and outflows even ported LS7 heads. When used with the new drag-race manifold, it is designed to provide exceptional airflow to support the capabilities of large-displacement LSX engines, including those with power adders such as superchargers and turbochargers.
The new LSX small-bore heads bring the excellent airflow characteristics and port configuration of the L92 cylinder head to LS1, LS2 and LS6 engines, along with the six-bolt clamping strength featured on all LSX heads. Production L92 heads work only on engines with 6.0L and larger displacement.
“No other manufacturer offers more parts for building a LS engine for the street or strip and these exciting new parts are merely the latest examples,” said Dr. Jamie Meyer, product integration manager for GM Performance Parts. “Our LSX parts were developed for 2,000-horsepower racing engines and they deliver performance and strength that are second to none.”
The LSX-DR 11-degree cylinder head (part number 19166979) is the first full-race LSX head from GMPP and is designed for the high-rpm, full-throttle use of racing. Its cavernous, 316-cfm rectangular intake runners flow 430 cfm at 0.800-inch lift (with 28 inches of water restriction), making them much larger than the already-large LS7 intake ports. They also boast the LSX family’s signature six-bolt-per-cylinder head bolt design, which provides exceptional clamping strength – a must under high boost.
Additional details include:
Tough 356-T6 aluminum construction
5/8-inch-thick deck for greater sealing
Exclusive raised intake and exhaust runner
2.250-inch intake and 1.625-inch exhaust valves, with 50-degree seat angle for both
316cc intake runners
116cc exhaust runners
50cc combustion chamber
Intake flow: 430 cfm at 0.800-inch lift (28 inches of water)
Exhaust flow: 250 cfm at 0.800-inch lift (28 inches of water).
The LSX-DR head is designed for engines with a 4.125-inch or larger bore and its use requires a shaft-mount rocker arm system.
“This is the head racers have been waiting for, and our GMPP LSX engineers have been working for two years to perfect it,” said Dr. Meyer. “We are now ready to release the highest-flowing LS head ever built by GM.”
Intake manifold details
The new LSX single-plane intake manifold is designed to work exclusively with the new LSX-DR cylinder heads, with ports matched to the extra-large size of the heads’ intake runners. Two versions are offered:
Part number 19257851 for use with the standard-deck LSX cylinder block
Part number 19257852 for use with the tall-deck LSX cylinder block.
The single-plane design supports the high-rpm airflow needs of racing engines. It is cast with extra-thick material that enables builders to custom-port or modify the manifold to suit a variety of engine-building needs.
Additional design features include injector bosses cast in two locations for fuel injection and/or nitrous systems; and a 4500-style carburetor mounting pad. The complete kit includes the manifold, gaskets and fasteners.
When combined with the new LSX-DR cylinder heads, the manifold delivers tremendous airflow capability for high-rpm racing performance.
LSX L92-style small-bore heads
At last! Builders can now take advantage of the high airflow capability of the L92-type cylinder head on their LS1 and LS6 engine projects. The new LSX-L92 Small Bore head (part number 19201807) has the port configurations (intake and exhaust) of the L92 head, with the valve arrangement to maximize those smaller-bore engines. GMPP’s signature LSX six-bolt design provides greater head-clamping strength for forced-induction and nitrous engine combinations.
The head’s excellent airflow characteristics are derived from large, straight 250cc intake port runners, which support up to 280 cfm at 0.600-inch valve lift as cast. Additional details include:
Sold fully assembled
Constructed of 356-T6 aluminum with a 5/8-inch-thick deck
250cc intake ports and 80cc exhaust ports
280-cfm at 0.600-in. lift, intake; 180-cfm at 0.700-in. lift, exhaust
2.00-inch intake valves; 1.555-inch exhaust valves
Beehive-type valve springs
15-degree valve angle
Requires L92/LS3-type rocker arms
Requires L92/LS3-type intake manifold.
Although the new LSX-L92 heads are designed for smaller-bore engines, they should be used with engines with at least a 3.890-inch bore. On production-based engines, that means at least the 5.7L LS1 and LS6 engines. The head is not designed to work with 5.3L LS engines.
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LSX454R CRATE ENGINE
GM Performance Parts’ (GMPP) announces the all-new LSX454R crate engine (part number 19257880), a 720-horsepower drag racing engine that is the most powerful small-block V-8 engine ever engineered by General Motors.
The LSX454R is officially rated at 720 horsepower and 720 lb.-ft. of torque, with a very strong, all-forged rotating assembly and optimized high-rpm airflow developed by GMPP engineers.
“The LSX454R uses the latest LSX parts and factory-engineered technology to take LS performance to the next level,” said Dr. Jamie Meyer, product integration manager for GM Performance Parts. “This is a great engine to use when building a cutting-edge drag car with one of our new Camaro bodies in white.”
Growth in the popularity of LS-based drag racing helped drive the design and development of the LSX454R. It brings together many of the specialized GMPP LSX parts racers are already using, including the robust LSX Bowtie block, and offers a ready-built engine that is competitive out of the crate.
GMPP engineers designed the LSX454R for the unique, high-rpm demands of drag racing. It is a high-compression, solid-roller combination that uses new LSX DR cylinder heads (part number 19166979). The 11-degree, six-bolt aluminum heads feature raised ports that provide tremendous airflow. They are matched on the engine with an exclusive, all-new high-rise open-plenum intake manifold and a Holley 1,150-cfm Dominator carburetor.
The LSX DR heads and matching intake manifold are available separately.
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