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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If all goes well there is a Test and Tune on the 17th. It's only 1/8 mile but it's an opportunity to get a timeslip.
I just got all of the pistons in my budget build. Cam is in and degreed. One head is ported and the other is under way.

I guess you have to join, then post. Not just leave a comment? FIIK
Here is my latest purchase for the Caddy engine. Guess what will be mounted to that?

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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.
One of these days I'd like to get the shrouds and specific parts from a mexican malibu to drop a chevy I6 into one of the regals.

contribute to the insanity, find me a donor!
I wonder if anyone has ever put a 348 or 409 in a G-body? Not the best choice, interesting for sure.

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