We’ve been teasing about our LSX ironblock project for several weeks. Well, it’s time to let the cat out of the bag. We’re not saying what kind of car this is going in (not exactly) or what we plan to do with this Big, Bad Muthafuka. We will tell you we’re enlisting some of the best help available in the LS-world for our design, and execution. We’ve tapped TEC Engineering to help us design the baddest mofo we can.

TEC (Total Engine Concepts) is located in northern Palm Beach County – yet another world-class engine facility to South Florida. The 9000 square foot state-of-the-art facility has been created with the sole intent of developing, testing, and breaking in racing motors. TEC specializes in designing for circle-track, road racing, and drag racing applications. While domestic motors take most of the focus – there is an increase recently for work designing import applications. “Four years ago you wouldn’t see an import motor in here.” Claims Mike Kovacs, owner and founder of TEC. “Now we get lots.” Including a lot of work for Titan Motorsports in Orlando.

Mike has been building some of the highest performing and durable motors for the LS1-LS3, and LS7 series over the years. In addition to have an international reputation for creating consistent top performing engines under the strict confines of spec classifications – he’s been creating all of the special application and racing motors for the Mosler 900 platform for the last 13 years. Fast company indeed.

LSX Iron Block

When GM announced the LSX iron block back in late 2006 – the LS faithful was immediately abuzz with all of the asphalt crunching possibilities – and lining up to be first on the block to get one. Well – we weren’t the first – but we’ll do our best to keep this project interesting. The General has delivered something that’s sure to be a favorite on the street and strip for a while. This iron block can handle stupid horsepower – and thanks to the 6 bolt per cylinder head compatibility – do so without letting the heads stretch off the deck lid.

Couple of little things that make a huge difference: Many of the LS7 owners were and are still disappointed with the performance of the oil system GM let slide out the door. We’re glad to see GM at least addressed some oiling features on the new LSX iron block. A motor like this – with solid lifters – the engine can flow too much oil at high RPMs, and you can starve the main journals of oil. True priority oiling on the new LSX iron block provides oil to the main journals first and restricts oil flow on top of the heads.

Everything about these LSW 12˚ Hurricane heads from All Pro are just massive. Here we find something for scale to show the cavernous exhaust ports on these 6 bolts per cylinder heads.

The 12˚ Hurricane heads support Intake valve diameter up to 2.2 and exhaust valve diameter up to 1.625 inches. These heads with our planned displacement should flow over 400 cfm intake and 260 cfm exhaust.

Overview of our Six Bolt – LSX Iron Block

Many displacements are easily available (364ci - 511ci,) and any one of them from 427-482 cubic inches may prove to be the ultimate LS-fan favorite. We’re opting for a size that’s less than the maximum – but perfectly matched for our goals. Mike Kovacs is suggesting a 4.155” bore and 4” stroke for 434 cubic inches. A very popular option is to go with a larger bore of 4.250”but Mike would prefer to leave a little more meat in cylinder walls for structural integrity. Especially with the amount of nitrous we have planned for this application. Mike also selected a specific rod length to maintain piston stability at the end of the stroke. It’s a house secret recipe that we can’t elaborate on much more than that.

The LSX block is precision cast iron, and CNC machined. It supports a siamesed bore up to 4.25” and 4.5” stroke. With a 6-bolt billet main cap, and 6 bolts (accepts production 4 bolt also) per cylinder head – the LSX iron block is engineered to handle up to 2,500 horsepower.