Let’s face it — the LS engine has had its time in the spotlight. For years, it’s been the go-to platform for performance builds. But with the Gen-V LT family in production and readily available, there’s simply no reason to stick with outdated tech. The LT is here, and it’s better in every way that matters.

Take the stock LS oiling system, for example. It’s not just flawed — it’s inefficient. As explained, “The LS engine gets its pressure reference from the outlet of the oil pump, so if there is a leak downstream, it really doesn’t know and it will only respond in a minor way.” In contrast, the Gen-V LT solves this issue by referencing “the point of lowest pressure, so that the oil pump can give it all she’s got if it needs to do so.” This design eliminates the need for expensive dry sump systems often used to compensate for LS oiling weaknesses.

The LT engine’s deck strength is another game-changer. The LT offers more webbing in the deck surface to better support the sleeve and a larger diameter head bolt for increased clamp load and subsequently, improved gasket sealing. These upgrades mean fewer blown head gaskets and better overall durability.

Now let’s talk power — specifically, airflow. Traditional port injection limits flow because about 8 percent of the stuff that is being drawn through the cylinder via the intake port is fuel. Direct injection fixes this by introducing fuel directly into the cylinder, resulting in an immediate 8 percent improvement in cylinder head flow.

But the LT isn’t just smart; it’s strong. All LT engines came with a forged steel crankshaft except for the 5.3-liter. Additionally, the LT1-style connecting rods offer more strength, and piston oil squirters are standard. These features, once reserved for high-dollar LS builds, are now included right out of the box.

The LS had a good run, but it’s time to move on. The Gen-V LT isn’t just better — it’s revolutionary. It might be time to stop building LS engines and to start building LTs.