General Motors Performance Parts (GMPP) has released its 2011 catalog, which features 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. Almost every one of the above mention items are 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.
The cover of the 2011 GMPP Catalog features two dealer-modified Camaros, showing the growing trend in using crate engines to offer performance to enthusiasts. The two high-perfomrance Camaros are developed by DeNooyer Chevrolet in New York and Georgia’s NeSmith Chevrolet . DeNooyer used GM Performance Parts’ 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 version.
“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.”
The DeNooyer 454 Camaro, known as the HTR-SS454 uses the GMPP LSX454 crate engine and adds a port fuel injection system to its LS7-style LSX 6-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 along with a custom flywheel and ZR1 clutch matched to the 6-speed manual transmission. Chassis-dyno testing of the HTR-SS454 Camaro delivered a 520-hp and 530 lb-ft of torque at the rear wheels – or about the 620-hp/590-lb-ft estimates from GMPP.
NeSmith’s LS9-powered “Storm” Camaro gets the power of the Corvette ZR1 under the hood and was created within the dealership’s in-house customization facility, NeSmith Customs.
Hit the jump for the press release on the 2011 GM Performance Parts Catalog.
DeNooyer HT-SS454 Chevrolet Camaro:
NeSmith Storm Chevrolet Camaro with LS9:
GM PERFORMANCE PARTS EXPANDS LSX PARTS PORTFOLIO FOR 2011
GRAND BLANC, Mich. – 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.
More information is available from Dan Carlton, general manager of the DeNooyer Performance Division: 518-526-0412 or email@example.com.
NeSmith is offering the LS9-powered Storm Camaro as a special model through its dealership. More information is available from Steve Gordon: firstname.lastname@example.org or 912-739-5305.
– By: Omar Rana