![]() The newer Dynamic Fuel Management system is very progressive and hardly noticeable.Variable valve timing system is improved and is always working, making timing changes for optimized performance/efficiency (camshaft adjustment range increased to 62-degrees).Intake and exhaust valve position flipped from LS for optimum placement of direct injectors.Direct fuel injection offers improved efficiency and power.Cylinder head bolt diameter increased from 11mm in the LS to 12mm in the LT.GM has addressed the LS windage problem and reduced the situation in the LT.The engine block features eight oil sprayers which spray the bottom of the pistons (this allows for a cooler combustion process, higher compression, reduced friction, and more power).LT blocks are all-aluminum (except for 6.6L HD truck engines), which are more robust in design than the LS thanks to gusseted water jackets.Integrated PCV system and stop-start system.Rigid 6-bolt main cap design (similar to LS engines).Let’s begin again with some pros and cons for the LT engine family. It’s had a long run, but technology moves fast in this world, so let’s take a look at the next GM engine – the LT. The LS will reign supreme forever and nothing will ever top it? Not a chance. So that’s it then, isn’t it? Case closed. And, it is a more widely recognized platform with a less complex feel and look, with more traditional appeal, and it fits the style of a wide range of platforms.” The knowledge base has grown with more install shops and tuners knowledgeable on the platform. When asked to supply his top three reasons for an LS build over an LT, Thompson said, “The LS still has more widely available options and components from a broader group of suppliers. There are probably millions of 5.3Ls and 6.0Ls out there in trucks because they have been in use since 1999.” Lastly, the LS is more available in OEM form (i.e., junkyards, replacement engines). For the end user, this gives them the chance to have more places to go to get their work done. ![]() The LS has been around longer, thus giving shops and enthusiasts an advantage of having more experience with them. When asked to give us his top three reasons for choosing an LS over an LT, Lough said, “The aftermarket parts availability for the LS is heads and shoulders above the LT at this point as far as everything is concerned from intake to oil pan. These engines are newer, more advanced, and much more fuel efficient than their LS brethren. ![]() The LT was developed by GM to replace the LS in their cars and help the company meet ever-tightening emissions and fuel economy standards. However, as technology continues to push forward, eventually this “king of engine swaps” will fall out of favor, right? They come in various displacements and power levels, and you can find iron or aluminum blocks depending on the application. Please forgive the analogy, but the LS could be thought of as “the Honda Civic of engine swaps.” How you ask? They’ve been around for a long time, they’re relatively inexpensive and there is an IMMENSE amount of aftermarket parts available for them. I myself have seen wild examples of LS swapped Porsche 993s, Honda S2000s, Toyota Supras, and some radical RWD converted Honda Civics. It could be in anything from a classic muscle car to a modern import car, and everything in between. It feels a bit cliché to say this, but it seems like the LS V8 engine family continues to reign supreme as “the king of engine swaps.” Spend more than 15 minutes at a car meet and you’ll probably see a few vehicles with an LS swap. LS engines have been around for a long time, they’re relatively inexpensive and there is an IMMENSE amount of aftermarket parts available for them.
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