2002 GM Performance Parts Pontiac LSX Trans Am - Department X

Remarkably, the 640 hp LSX was a fairly docile engine, much more so than the exhaust note would have you believe. With 11:1 compression, it had quite a cackle, yet it would idle down to 1,000 rpm, even with such a radical cam, no doubt due to the use of EFI. A carbureted engine wouldn't be able to idle this well with that much overlap.

Driving the LSX Impala around sort of reminded me of the Metallica song "Enter Sandman." There was a throbbing buildup of intensity, like a caged animal waiting until the door was open. Once at the track, I nailed the throttle and the beast was unleashed, like when the guitars kick in with those familiar power chords. It was a surreal experience being in a car that big which could accelerate that explosively. I thought that a space shuttle launch might give a similar sensation. Without a doubt, even with a total weight of car, fuel and passengers equal to around 5,000 pounds, this car was at least a high 11-second ride. Not only was I impressed, I was giddy. Yeah, I love my job

Though I would have loved to have been able to road test the LSX Trans Am, the Impala was a very dramatic experience in its own right. Everyone expects an F-car to be really quick-to experience an 11-second luxo-barge is another thing altogether. With any luck, I will be able to drive this T/A in the near future. I would really like to experience what the 640-horse LSX V-8 would feel like in a car with 1,200-1,500 pounds less to drag around-thrilling, I am sure.

Bow Ties Or Not, It Isn't A Small-Block Chevy
The fact of the matter is that the drive test was more for the LSX engines than the cars that they were installed in. This is a truly remarkable engine, one that has taken the experience that GM has accumulated from its various divisions over the last half-century and put in one package.

Some detractors have said that since there are Chevy Bow Ties cast into the block, it's a Chevy engine. To be correct, that is really not the case. The LS series V-8 engine family was not developed by Chevrolet, but by GM Powertrain. The Bow Ties are simply a marketing tool to tie that newer design in with the heritage of the Chevy small-block.

Aside from the 4.4-inch bore centers (to use existing machining equipment and for engine compartment packaging), some common bearing sizes and some PR department prose, there is really nothing in common with the Chevy small-block, besides, of course, the Bow Tie cast in the block. GM is simply going for the big sales numbers and capitalizing on the SBC's stellar reputation with hot rodders, sort of like they did badging the Holden Monaro as the Pontiac GTO. Whether or not you agree with the marketing tactics, there is no doubt that both the LSX and the late-model GTO deliver spectacular performance in their own right, regardless of the badging and perceived heritage.

According to Dr. Meyer, the LSX crate engine will be available next year, though prices have not yet been established. A controller package will also be available at around the same time. It won't be cheap, but like other GM crate engines, it should be a good value, compared to building a streetable engine combination of similar output yourself.

With the crate engine market totaling over $1 billion per year, GM is looking to put the economies of scale in its favor with the best bang for the buck values out there. The LSX crate engine will soon be re-writing the rules for streetable horsepower and racing. We expect that the competition will be unable to ignore the approaching charge.