Anti-Ls Consortium

Uncommon engines in our cars (455 Olds, 500 Cadillac, BBC, etc.), even odd original equipment that didn't get yanked (301 Pontiac, 350 Olds, Carbureted Turbo V6, etc.)

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Here is my latest purchase for the Caddy engine. Guess what will be mounted to that?

i don't know but that's no 18 gauge sheet metal so it's gotta be something big.
I'm guessing supercharger??
I'll be an honorary member since the Series 2 is basically an LS, minus 2 cylinders, until I get the 350 Olds in Spare Rocket Parts.
D1X procharger is the plan. I bought the bracket first. I figured $100 would force me to spend the other $4000 that makes the bracket useful.
Didn't even mention a real poncho motor in the title. Hurtful...
I mentioned a 301. A G-body never came with a ‘real’ Poncho engine.
I like my BBC's and I stripped a running 86'Monte SS with an LS conversion just to triple my money selling parts so maybe I am anti LS.
LS1 engine problems and reliability

LS motors are pretty durable and reliable, but, of course, some troubles may occur especially if we consider them as high-productivity engines. Among the key shortcomings of these motors are:

Oiling System

Piston Ring Seals. A part of LS modifications is provided with low-quality piston ring seals, which may lead to troubles with increased oil consumption. Moreover, consequently, you may face engine blowing.

Oil Pump Cavitation. The original oil pump may start to cavitate above 6,000 rpm. As LS motors have rather limited revolutions abilities, this trouble isn’t critical for a production variation of the motor. Nevertheless, performance versions reach more than 6,000 rpm and that may lead to troubles with oil pressure when the pump begins to cavitate (You can research this issue in more detail by having a look at the list of restyled and improved pumps).

Non-Priority Main Oiling in OEM Blocks. The majority of aftermarket blocks feature updated priority oiling. Priority main oiling guarantees that oil gets to the mains and only after that, it reaches the heads. It helps to minimize the oil pressure drop. Meanwhile, all original LS blocks go without this system. And actually, if you opt for OEM settings, there is no need in priority main oiling as the motor will spend too little time at high revs.


Skirted Cylinder Block. Though skirted block proves to be more solid, it restricts the opportunity to decrease windage in classic ways. Thus, crank scrapers and power pouches can’t be utilized, reducing the efficiency of windage trays.


Despite being convenient for packaging, the push rod design is among the most substituted parts of the motor as its valve train is its main shortcoming. To be exact, the valve train system is so complex that it restricts the revs range.

Comparing to the overhead camshaft engine, a push rod motor needs more valve train details. Thus, the big number of moving details leads to their failure due to high friction in the valve train.

Restrictions of the actual valves which can be utilized are another common problem of LS and push rod motors. Thus, volumetric effectiveness may be limited due to the application of 1 intake and 1 exhaust valves in push rod versions. For instance, overhead camshaft engine keeps better productivity thanks to the utilization of up to 5 valves.


It’s pretty hard to reach camshaft because of the push rod design. Thus, in case you want to substitute camshaft, you need to remove either motor or radiator to reach it.
LS engine issues as I have personally seen:
Oil pump/oil system issues such as the clogged screen under the oil pressure switch
Oil pump failures including stuck pressure regulators
Intake gasket leaks
Oil pan leaks
Cracked cylinder heads which cause coolant to enter crank case (Castech heads)
Oil cooler cover plate leak on left side of block
cam and lifter failures
piston slap noise when cold
broken end bolts in exhaust manifolds
cracked exhaust manifolds
failed factory roller rocker arm pivots (needles end up in oil pan)
premature failure of water pump to block gaskets
water getting into the knock sensor cavities in the top cover (on none AFM engines)
stretched timing chains which can cause ghost misfire codes when driving
insufficient valve to stem clearance on the LS7 engines

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