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General Motors LS-based small-block engine

The General Motors LS-based small-block engines are a family of V8 and V6 engines designed and manufactured by American automotive company General Motors. First introduced in 1997, the family is a continuation of the earlier first- and second-generation Chevrolet small-block engine, of which over 100 million have been produced altogether, and is also considered to be one of the most popular V8 engines ever. Spanning three generations, a new, sixth generation is expected to enter production soon. Various small-block V8s were and still are available as crate engines.

The "LS" nomenclature originally came from the first engine of the Gen III engines, the LS1, which was fitted in the Chevrolet Corvette (C5). The Regular Production Option (RPO) code of the engine, LS, has since been used to generally refer to all Gen III and Gen IV engines; however, Gen V engines are generally referred to as "LT" small-blocks. This can sometimes be misleading, as not all engine RPO codes in the three generations begin with LT or LS. LS and LT engines have powered every single generation of the Corvette since the C5, with the exception of the Z06 variant of the eighth generation Corvette, which is powered by an unrelated small-block engine, the Chevrolet Gemini small-block engine. Various other General Motors automobiles have been powered by LS- and LT-based engines, including trucks such as the Chevrolet Silverado, sports cars such as the Holden Commodore, and SUVs such as the Cadillac Escalade.

A clean-sheet design, the only shared components between the Gen III engines and the first two generations of the Chevrolet small-block engine are the connecting rod bearings and valve lifters. However, the Gen III and Gen IV engines were designed with modularity in mind, and several engines of the two generations share a large number of interchangeable parts. Gen V engines do not share as much with the previous two, although the engine block is carried over, along with the connecting rods. The serviceability and parts availability for various Gen III and Gen IV engines have made them a popular choice for engine swaps in the car enthusiast and hot rodding community, and sometimes is known colloquially as an LS swap. These engines also enjoy a high degree of aftermarket support due to their popularity and affordability.

Background
The brainchild of Chevrolet chief engineer Ed Cole, the first generation of the Chevrolet small-block engine was first unveiled in the 1955 Chevrolet Corvette and Chevrolet Bel Air, both powered by the 265 cuin "Turbo-Fire." The 265 Turbo-Fire distinguished itself from other engines of the era such as Cadillac's 331 series of the late 1940s and early 1950s by reducing the size and weight of various components within the engine; a compact engine block combined with a light valvetrain gave the Turbo-Fire a 40 lbs weight reduction compared to the inline-sixes (despite having two more cylinders) that initially powered the first generation of the Corvette, alongside a significant horsepower increase of 25%. This contributed to lowering the Corvette's 0-60 mph from 11 seconds to 8.7.

Nicknamed the "Mighty Mouse," the Turbo-Fire soon became popular within the hot rodding community too, along with scoring wins in stock car racing. A larger version of the Turbo-Fire arrived in 1957, now bored out to 3.875 in. This gave the new engine a total displacement of 283 cuin; this newer version was dubbed the "Super Turbo-Fire." The Super Turbo-Fire was also the first engine offered with mechanical fuel injection. The top-of-the-line model produced 283 hp, giving it a 1:1 cubic inch to horsepower ratio; this lowered the Corvette's 0-60 mph to 7.2 seconds.

General Motors would produce more powerful and larger displacement iterations of the small-block, until stringent emission regulations in the late 1960s severely limited performance. The Malaise era (roughly 1973 to 1983), as it was known, saw some of the lowest horsepower figures in several muscle and or pony car engines. This included the Corvette whose power output dropped below 200 hp despite a displacement of 350 cuin.

1992 saw the second generation of Chevrolet small-block hit the market in that year's Chevrolet Corvette in the form of the LT1 small-block. It featured reverse-flow cylinder heads, a new ignition system, and new engine block, but the valvetrain and engine mounts were carried over in order to maintain a degree of compatibility with the previous generation. Other modifications such as a better flowing intake manifold and cylinder heads gave the LT1 a power output of 300 hp. The second generation culminated in the LT4 small-block, which gained a minor power increase of 30 hp. Other changes included a lighter valvetrain and strengthened crankshaft.

The decision to stick with pushrod technology was seen as archaic at the time; such engines were seen as outdated compared to the smaller capacity (but more powerful and fuel efficient) overhead cam engines favored by European and Asian manufacturers. One of GM's domestic rivals, Ford, had announced plans to axe its small block engine from production in the early 1990s, in favor of its Modular engines. Another domestic rival, Chrysler Corporation, had stopped building passenger cars with V8 engines years prior, relegating them to its trucks and SUVs. Many car enthusiasts also desired a dual overhead cam engine; GM in response had developed the Northstar engines for Cadillac, but those engines were initially exclusive to that brand and not originally designed for rear-wheel-drive vehicles. Later on, Sam Winegarden, former General Motors chief engineer for small-blocks, stated that despite the stigma of the pushrod engine being "a symbol of the uncompetitiveness [sic] of the domestic industry," the decision to stick with pushrods was made on the basis that switching to overhead camshafts was unnecessary. The power requirements for the Corvette were satisfied by simply increasing engine displacement. Current General Motors chief engineer for small-blocks Jake Lee also stated that switching to overhead camshafts would also increase the height of the engine by 4 in, rendering it too tall to fit under the hood of the Corvette.

Approval for the Gen III was granted in May 1992, after a seat-of-the-pants decision made by General Motors executives who went for a drive in two Corvettes—one equipped with a traditional pushrod engine and one with a newer dual overhead camshaft engine. Tom Stephens, then-executive director of General Motors Powertrains, was the man in charge of the project. Stephens had the task of designing an engine that was not only more powerful than the previous small-block iterations, but one that could also deliver better fuel economy and meet emissions standards. Work began in 1993, shortly after the release of the LT1 Gen II engine. A small team hand-picked from the Advanced Engineering department of General Motors was assembled to do much of the initial design work, with initial prototypes hitting test benches by the winter of 1993. Stephens also recruited Ed Koerner, a former NHRA record holder, to help with much of the hands-on work, while Stephens dealt with corporate.

Design
All three generations are overhead valve engines, otherwise known as pushrod engines. Overhead valve engines have the valves mounted above the cylinder head, with a pushrod and rocker arm allowing the camshaft (which is mounted inside the block) to open and close the valves. The advantages of an engine configuration like this (as opposed to an overhead camshaft engine) is that since the camshaft is located within the engine valley, a pushrod engine will be shorter in height compared an overhead camshaft engine. Another advantage is that there are fewer mechanical components such as timing chains and extra camshafts, which increases reliability by keeping the engine simple.

All three generations were outfitted with either aluminum or cast iron engine blocks, with all passenger car engine blocks being aluminum, whereas truck engine blocks could be either material. Every single engine was also fitted with aluminum cylinder heads, except for the 1999 and 2000 model year of the LQ4, which were cast iron. Other modifications to the cylinder heads included a redesign to include significantly better airflow, with evenly spaced exhaust and intake valves. A deeper engine skirt meant that the third and following generations were slightly larger than its predecessors; the deeper skirts strengthened the block and improved rigidity. A deep engine skirt refers to an engine block which extends below the centerline position of the crankshaft within the engine. Another feature across all generations was the 4.4 in bore spacing and pushrods, the former of which is also in use in the Chevrolet Gemini small-block engine. The use of aluminum allowed for further weight reduction; the 1997 LS1 was almost 100 lbs lighter than previous cast-iron small-block iterations. GM also made extensive use of economies of scale for the LS: with the exception of the 4.8L and 7.0L engines, all variants used the same 3.622" stroke (with most of those variants using the same basic crankshaft casting), the 4.8L and 5.3L variants utilized the same block casting, and several variants used the same length connecting rod.

Other modifications include long runner intake manifolds, powder-forged connecting rods and the introduction of six-bolt main bearings (as opposed to four on the previous generations). Long runner intake manifolds in the LS series increases the airflow into the cylinders at low revolutions, increasing the torque. Truck applications of the LS engine have even longer intake manifolds, being approximately 3 in taller than passenger car manifolds. Most engines were also fitted with hypereutectic pistons, replacing the previous cast pistons which were weaker and less thermally stable.

Powder-forging involves sintering a specific mixture of metals and non-metals which have been compressed in a forming press. The mixture is then quickly transferred into a traditional die cavity in a forging press and is pressed once then cooled. Powder-forging is also more cost-effective compared to traditional die forging, reducing the amount of tooling required to trim inconsistencies in hot-forged connecting rods. Stronger than the forged steel connecting rods of the previous two generations, powder-forged connecting rods have been fitted to every LS and LT engine except for the LS7.

Generation III (1997–2007)
The GM Generation I and Generation II engine families are both derived from the longstanding Chevrolet small block V8. The Generation III small-block V8 was a "clean sheet" design, which replaced the Gen I and Gen II engine families in 2002 and 1997 respectively.

Like the previous two generations, the Buick and Oldsmobile small blocks, the Gen III/IV can be found in many different brands. The engine blocks were cast in aluminum for car applications, and iron for most truck applications (notable exceptions include the Chevrolet TrailBlazer SS, Chevrolet SSR, and a limited run of Chevrolet Silverado/GMC Sierra extended-cab standard-box 4WD trucks).

The architecture of the LS series makes for an extremely strong engine block with the aluminum engines being nearly as strong as the iron generation I and II engines. The LS engine also used coil-near-plug style ignition to replace the distributor setup of all previous small-block based engines.

The traditional five-bolt pentagonal cylinder head pattern was replaced with a square four-bolt design (much like the 1964–1990 Oldsmobile V8), and the pistons are of the flat-topped variety (in the LS1, LS2, LS3, LS6, LS7, LQ9, and L33), while all other variants, including the new LS9 and LQ4 truck engine, received a dished version of the GM hypereutectic piston.

The cylinder firing order was changed to 1-8-7-2-6-5-4-3 so that the LS series now corresponds to the firing pattern of other modern V8 engines (for example the Ford Modular V8).

3.898 in. bore blocks (1997–2005)
The first of the Generation IIIs, the LS1 was the progenitor of the new architecture design that would transform the entire V8 line and influence the last of the big-blocks.

5.7L
The Generation III 5.7L (LS1 and LS6) engines share little other than similar displacement, external dimensions, and rod bearings, with its predecessor (LT1). It is an all-aluminum 5665 cc pushrod engine with a bore and stroke of 99x92 mm.

LS1
When introduced in the 1997 Corvette, the LS1 was rated at 345 hp at 5,600 rpm and 350 lbft at 4,400 rpm. After improvements to the intake and exhaust manifolds in 2001, the rating improved to 350 hp and 365 lbft (375 lbft for manual-transmission Corvettes. The LS1 was used in the Corvette from 97 to 04. It was also used in 98-02 GM F-Body (Camaro & Firebird) cars with a rating of over 305 –, which was rumored to be conservative. The extra horsepower was claimed to come from the intake ram-air effect available in the SS and WS6 models. In Australia, continuous modifications were made to the LS1 engine throughout its lifetime, reaching 362 hp/350 ft-lb in the HSV's YII series, and a Callaway modified version named "C4B" was fitted to HSV GTS models producing 400 bhp and 376 lbft of torque.

Applications:

LS6
The LS6 is a higher-output version of GM's LS1 engine and retains the same capacity. The initial 2001 LS6 produced 385 bhp and 385 lbft, but the engine was modified for 2002 through 2004 to produce 405 bhp and 400 lbft of torque. The LS6 was originally only used in the high-performance C5 Corvette Z06 model, with the Cadillac CTS V-Series getting the 400 bhp engine later. The V-Series used the LS6 for two years before being replaced by the LS2 in 2006. For 2006, the Z06 replaced the LS6 with the new LS7. The LS6 shares its basic block architecture with the GM LS1 engine, but other changes were made to the design such as windows cast into the block between cylinders, improved main web strength and bay to bay breathing, an intake manifold and MAF-sensor with higher flow capacity, a camshaft with higher lift and more duration, a higher compression ratio of 10.5:1, sodium-filled exhaust valves, and a revised oiling system better suited to high lateral acceleration. LS6 intake manifolds were also used on all 2001+ LS1/6 engines. The casting number, located on the top rear edge of the block, is 12561168.

The SSC Ultimate Aero TT also utilized the LS6 block, albeit with an enlarged displacement of 6.3 L and the addition of two turbochargers.

Applications:

3.78 in. bore blocks (1999–2007)
The 4.8L and the 5.3L are smaller truck versions of the LS1 and were designed to replace the 305 and the 350 in trucks. The 4.8L and 5.3L engines share the same Gen III LS-series engine block and heads (upper end) and therefore, most parts interchange freely between these engines and other variants in the LS family.

4.8L LR4
The Vortec 4800 LR4 (VIN code "V") is a Generation III small block V8 truck engine. Displacement is 4806 cc with a bore and stroke of 96x83 mm. It is the smallest of the Generation III Vortec truck engines. The LR4 engines in 1999 produced 255 hp while the 2000 and above models made 270 - 285 hp and all have a torque rating between 285 - 295 lbft, depending on the model year and application. The 2005–2006 models made 285 hp and 295 lbft. The LR4 was manufactured at St. Catharines, Ontario, and Romulus, Michigan. It uses flat-top pistons.

Applications:

5.3 L
The Vortec 5300, or LM7/L59/LM4, is a V8 truck engine. It is a longer-stroked by 9 mm version of the Vortec 4800 and replaced the L31. L59 denoted a flexible-fuel version of the standard-fuel LM7 engine. Displacement is 5327 cc from a bore and stroke of 96x92 mm. Vortec 5300s were built in St. Catharines, Ontario, and Romulus, Michigan. Another engine variant, the L33, shares the same displacement, but has an aluminum block with cast-in cylinder liners, much like the LS1.

LM7
The Vortec 5300 LM7 (VIN code 8th digit "T") was introduced in 1999. The "garden variety" Generation III V8 has a cast-iron block and aluminum heads.

The 1999 LM7 engine produced 270 hp and 315 lbft of torque.

The 2000–2003 engines produced 285 hp and 325 lbft of torque.

The 2004–2007 engines produced 295 hp and 335 lbft of torque.

The stock cam specifications at .050 lift are: 190/191 duration, .466/.457 lift, 114 LSA, 112/116 timing.

Applications:

L59
The Vortec 5300 L59 (VIN code "Z") is a flexible-fuel version of the LM7. The 2002–2003 L59 made 285 hp and 320 lbft, while the 2004–2007 L59 made 295 hp and 335 lbft.

Applications:

LM4
The Vortec 5300 LM4 (VIN code "P") is an aluminum block version of the LM7, and had a short production life, as did the specific vehicles in which LM4s are found. LM4s made 290 hp and 325 lbft. The LM7 should not be confused with the L33, described below.

Applications:

L33
The Vortec 5300 L33 (VIN code "B") is an aluminum block version of the LM7, marketed as the Vortec 5300 HO. Instead of the LM7's dished pistons, the L33 uses the 4.8L's flat top pistons. It also uses 799 cylinder heads, identical to 243 castings found on LS6s and LS2s, lacking only LS6-spec valve springs and lightweight valves. This combination raised the compression from 9.5:1 to 10.0:1. The L33 also used a unique camshaft not shared with any other engine, with the specifications at .050 duration being: 193 duration, .482 lift, 116 LSA. As a result, power increased by 15 hp, to 310 hp and 335 lb·ft (441 N·m). It was available in extended-cab standard-bed 4WD pickup trucks. The SSR also came with an L33. Only 25% of 2005 Chevrolet/GMC full-size pickup trucks had an L33 engine.

Applications:

4.00 in. bore blocks (1999–2007)
The 6.0 L is a larger version of the LS engine. 6.0 L blocks were cast of iron, designed to bridge the gap between the new small blocks and big blocks in truck applications. There were two versions of this engine: LQ4 and LQ9, the latter being more performance oriented.

6.0 L
The Vortec 6000 is a V8 truck engine. Displacement is 5967 cc from a bore and stroke of 101.6x92 mm. It is an iron/aluminum (1999 and 2000 model year engines had cast iron heads) design and produces 300 to 345 hp and 360 to 380 lbft.

LQ4
The Vortec 6000 LQ4 (VIN code "U") is a V8 truck engine. It produces 300 to 335 hp and 360 to 380 lbft. LQ4s were built in Romulus, Michigan, and Silao, Mexico.

Applications:

LQ9
The Vortec HO 6000 or VortecMAX (VIN code "N") is a special high-output version of the Vortec 6000 V8 truck engine originally designed for Cadillac in 2002. This engine was renamed as the VortecMAX for 2006. It features high-compression (10:1) flat-top pistons for an extra 20 hp and 10 lbft, bringing output to 345 hp and 380 lbft. Vehicles fitted with the LQ9 came exclusively with a 4.10:1 rear axle ratio. LQ9s were built only in Romulus, Michigan.

Generation IV (2005–2020)
In 2004, the Generation III was superseded by the Generation IV. This category of engines has provisions for high-displacement ranges up to 7441 cc and power output to 776 bhp. Based on the Generation III design, the Generation IV was designed with displacement on demand in mind, a technology that allows every other cylinder in the firing order to be deactivated. It can also accommodate variable valve timing.

A three-valve-per-cylinder design was originally slated for the LS7, which would have been a first for a GM pushrod engine, but the idea was shelved owing to design complexities and when the same two-valve configuration as the other Generation III and IV engines proved to be sufficient to meet the goals for the LS7.

4.00 in. bore blocks (2005–2020)
This family of blocks was the first of the generation IV small block with the LS2 being the progenitor of this family and generation. This family of blocks has seen a wide range of applications from performance vehicles to truck usage.

6.0 L
The Generation IV 6000 is a V8 engine that displaces 5972 cc from a bore and stroke of 101.6x92 mm. It features either a cast iron or aluminum engine block with cast aluminum heads. Certain versions feature variable cam phasing, Active Fuel Management, and flex-fuel capability.

LS2

 * LS2 can also refer to the 1973–1974 Super Duty 455 CID Pontiac V8 engine
 * LS2 can also refer to the 1985 Oldsmobile Diesel V6 engine.

The LS2 was introduced as the Corvette's new base engine for the 2005 model year. It also appeared as the standard powerplant for the 2005–2006 GTO. It produces 400 bhp at 6000 rpm and 400 lbft at 4400 rpm from a slightly larger displacement of 5967 cc. It is similar to the high-performance LS6, but with improved torque throughout the rpm range. The LS2 uses the "243" casting heads used on the LS6 (although without the sodium-filled valves), a smaller camshaft, and an additional 18 cuin. The compression of the LS2 was also raised to 10.9:1 compared to the LS1s' 10.25:1 and the LS6s' 10.5:1. The LS2 in the E-series HSVs are modified in Australia to produce 412 bhp and 412 lbft of torque. The LS2 in the Chevrolet Trailblazer SS and the Saab 9-7X Aero are rated at 395 bhp (2006–2007) or 390 bhp (2008–2009) and 400 lbft of torque due to a different (sometimes referred to as a "truck") intake manifold that produces more torque at lower RPMs.

The LS2 is also used as the basis of the NASCAR Specification Engine that is used as an optional engine in NASCAR's Camping World Series East and West divisions starting in 2006, and starting in 2010 may also be used on tracks shorter than two kilometers (1.25 miles) in the Camping World Truck Series.

A version of the NASCAR V8 cylinder block cast in compacted graphite iron by Grainger & Worrall won the UK's Casting of the Year Award 2010.

 * 2005–2007 Chevrolet Corvette
 * 2005–2006 Chevrolet SSR
 * 2006–2009 Chevrolet TrailBlazer SS
 * 2006–2007 Cadillac CTS-V
 * 2005–2008 Holden Monaro family:
 * 2005–2006 HSV Coupé GTO
 * 2005–2006 HSV SV6000
 * 2005–2008 HSV Clubsport R8, Maloo R8, Senator Signature, and GTS
 * 2005–2008 HSV Grange
 * 2005–2006 Pontiac GTO (peak power at 5200 rpm, peak torque at 4000 rpm)
 * 2005–2006 Vauxhall Monaro VXR
 * 2007–2009 Vauxhall VXR8
 * 2008–2009 Saab 9-7X Aero

L76
The L76 is derived from the LS2, and like the LS2 it features an aluminum engine block. However, the L76 does feature Active fuel management (AFM). While the displacement on demand technology was disabled on Holdens, this feature is enabled on the 2008 Pontiac G8 GT and subsequently refitted in the 2009 model Holdens with AFM enabled, but only on models fitted with the 6L80 Automatic Transmission. The engine also meets Euro III emissions requirements. Output is 348 bhp at 5600 rpm and 376 lbft at 4400 rpm for the Holden variant, and 361 bhp and 385 lbft for the G8 GT. The Vortec 6000 or new VortecMAX version is based on the Holden L76 engine, and features variable cam phasing, along with Active Fuel Management. It can be considered the replacement for the Generation III LQ9 engine. It produces 367 hp at 5400 rpm and 375 lbft at 4400 rpm. Production of the truck-spec L76 started in late 2006, and it was only available with the new body style Silverado and Sierra, as well as the then-new Suburban. The final year for the truck-spec L76 was 2009 for all three applications; it was replaced by the 6.2L L9H engine for MY 2010 in the pickup trucks.

 * 2006 Holden VZ Commodore – those built from February 2006 until July 2006 (the release of the VE series).
 * 2006 Holden WL Statesman/Caprice – those built from February 2006 until September 2006 (the release of the WM series).
 * 2008–2009 Pontiac G8 GT
 * 2008–2010 Holden VE Commodore (automatic only)
 * 2008–2010 Holden VE Ute (automatic only)
 * 2008–2010 Holden WM Statesman/Caprice
 * 2007–2009 Chevrolet Suburban 1500
 * 2007–2009 Chevrolet Avalanche
 * 2007–2009 Chevrolet Silverado 1500
 * 2007–2009 GMC Sierra 1500
 * 2007–2009 GMC Yukon XL
 * 2020 Ginetta Akula

L98
The L98 is a slightly modified version of the L76. Since Holden did not use the displacement on demand technology of the L76, some redundant hardware was removed to form the L98. Power increased to 270 kW at 5700 rpm and 530 Nm at 4400 rpm.

 * 2006–2007 Holden VZ Ute
 * 2006–2010 Holden VE Commodore (manual only from 2008 to 2010)
 * 2006–2009 Holden VE Calais
 * 2006–2010 Holden VE Ute (manual only from 2008 to 2010)
 * 2006–2008 Holden WM Statesman/Caprice

L77

 * L77 can also refer to the 455 Oldsmobile large crank journal engine.

L77 engines were released in the Holden Commodore Series II VE range in both manual and automatic transmissions, along with the Chevrolet Caprice PPV (police car). The L77 differs from the L76 with its inclusion of Flex-fuel capability, allowing it to run on E85 fuel. The L77 is rated at 270 kW and 530 Nm of torque in the manual Commodore SS and SS-V, in automatic Commodores it is rated at 260 kW and 517 Nm of torque.

Applications:

 * 2010–2013 Holden VE II Commodore
 * 2013–2015 Holden VF Commodore
 * 2010–2013 Holden VE II Ute
 * 2013–2015 Holden VF Ute
 * 2010–2013 Holden WM Caprice
 * 2013–2015 Holden WN Caprice
 * 2011–2017 Chevrolet Caprice PPV

LY6
The LY6 is a Generation IV small-block V8 truck engine with a cast-iron block. It shares the same bore and stroke as its LQ4 predecessor. Like other Gen IV engines, it features variable valve timing. It generated 361 hp at 5,600 rpm and 385 lbft of torque at 4,400 rpm using "regular" gas, or ~87 octane. Redline is 6,000 rpm and the compression ratio is 9.6:1. This engine uses L92 / LS3 style rectangle port cylinder heads, though without the sodium-filled exhaust valves of the LS3.

Applications:

 * 2007–2009 Chevrolet Silverado 2500HD/3500HD
 * 2007–2009 GMC Sierra 2500HD/3500HD
 * 2007–2013 Chevrolet Suburban 2500
 * 2007–2013 GMC Yukon XL 2500
 * 2008–2009 Chevrolet Express/GMC Savana 2500/3500/4500

L96
The L96 is essentially identical to its predecessor, the LY6. The primary difference is that the L96 is flex-fuel capable, while the LY6 is not.

Applications:

 * 2010–2019 Chevrolet Silverado 2500HD/3500HD
 * 2010–2019 GMC Sierra 2500HD/3500HD
 * 2010–2013 Chevrolet Suburban 2500
 * 2010–2013 GMC Yukon XL 2500
 * 2016–2020 Chevrolet Suburban 3500HD
 * 2010–2020 Chevrolet Express/GMC Savana 2500/3500/4500

LFA
The LFA (VIN code "5") is a Generation IV small-block V8 truck engine. The LFA variant is used in the GM's "two-mode" hybrid GMT900 trucks and SUVs, and is an all-aluminum design. It has a 10.8:1 compression ratio and produces 332 hp at 5100 rpm and 367 lbft at 4100 rpm.

In 2008, this engine was selected by Wards as one of the 10 best engines in any regular production vehicle.

Applications:

 * 2008–2009 Chevrolet Tahoe Hybrid
 * 2008–2009 GMC Yukon Hybrid
 * 2008–2009 Cadillac Escalade Hybrid
 * 2008–2009 Chevrolet Silverado Hybrid
 * 2008–2009 GMC Sierra Hybrid

LZ1
The LZ1 is almost entirely based on its predecessor, the LFA, but with some revisions, such as including up-integrated electronic throttle control, long-life spark plugs, GM's Oil Life System, Active Fuel Management, and variable valve timing. It has the same compression ratio and power/torque ratings as its predecessor.

Applications:

 * 2010–2013 Chevrolet Tahoe Hybrid
 * 2010–2013 GMC Yukon Hybrid
 * 2010–2013 Cadillac Escalade Hybrid
 * 2010–2013 Chevrolet Silverado Hybrid
 * 2010–2013 GMC Sierra Hybrid

3.78 in. bore blocks (2005–2017)
This family of blocks is just an updated version of its Generation III predecessor with Generation IV updates and capabilities. Applications of this family were mainly for trucks but did see some mild usage (with some modifications) in front-wheel-drive cars.

LY2
The Vortec 4800 LY2 (VIN code "C") is a Generation IV small-block V8 truck engine. Like its LR4 predecessor, it gets its displacement from a bore and stroke of 96x83 mm. The smallest member of the Generation IV engine family is unique in that it is the only member used in trucks that does not feature variable valve timing. It has a cast-iron block. Power output is 260 - 295 hp and torque is 295 - 305 lbft.

Applications:
 * 2008–2009 Chevrolet Express/GMC Savana 2500/3500
 * 2007–2009 Chevrolet Silverado 1500
 * 2007–2009 Chevrolet Tahoe
 * 2007–2009 GMC Sierra 1500
 * 2007–2009 GMC Yukon

L20
The Vortec 4800 L20 makes more power and features variable valve timing. The system adjusts both intake and exhaust timing but does not come with Active Fuel Management. The L20 has a cast-iron block and power output is 260 - 302 hp while torque is 295 - 305 lbft. The Vortec 4800 base engines were dropped from the Chevrolet Tahoe and GMC Yukon in favor of the 5300 with Active Fuel Management. Applications:
 * 2010–2017 Chevrolet Express/GMC Savana 2500/3500
 * 2010–2013 Chevrolet Silverado 1500
 * 2010–2013 GMC Sierra 1500

5.3 L
The Generation IV 5.3L engines share all the improvements and refinements found in other Generation IV engines. Eight versions of the Gen IV 5.3L engine were produced: three iron blocks (LY5, LMG, and LMF) and five aluminum blocks (LH6, LH8, LH9, LC9, and LS4). All versions featured Active Fuel Management except for the LH8, LH9, and LMF.

LH6
The Vortec 5300 LH6 (VIN code "M") with Active Fuel Management replaced the LM4 for 2005, and was the first of the Generation IV small-block V8 truck engines to go into production. The LH6 produced 300 to 315 hp and 330 to 338 lbft. It is the aluminum block counterpart to the LY5.

Applications:

 * 2005–2009 Chevrolet TrailBlazer including EXT (through 2006)
 * 2005–2009 GMC Envoy Denali
 * 2005–2006 GMC Envoy XL
 * 2005 GMC Envoy XUV
 * 2005–2007 Buick Rainier
 * 2005–2009 Saab 9-7X
 * 2005–2007 Isuzu Ascender
 * 2007–2009 Chevrolet Silverado 1500
 * 2007–2009 GMC Sierra 1500

LS4

 * LS4 can also refer to a 454 CID Chevrolet Big-Block engine of the 1970s

The LS4 is a 5327 cc version of the Generation IV block. Though it has the same displacement as the Vortec 5300 LY5, it features an aluminum block instead of iron, and uses the same cylinder head casting as the Generation III LS6 engine. The LS4 is adapted for transverse front-wheel drive applications, with a bellhousing bolt pattern that differs from the rear-wheel-drive blocks (so as to mate with the 4T65E).

According to GM, "the crankshaft is shortened 13 – at the flywheel end and 10 mm at the accessory drive end – to reduce the length of the engine compared to the 6.0 L. All accessories are driven by a single serpentine belt to save space. The water pump is mounted remotely with an elongated pump manifold that connects it to the coolant passages. Revised oil pan baffles, or windage trays, are incorporated into the LS4 to ensure that the oil sump stays loaded during high-g cornering." Active Fuel Management is also used. Output of this version is 303 hp (300 hp on LaCrosse Super) and 323 lbft.

Applications:
 * 2005–2008 Pontiac Grand Prix GXP
 * 2006–2009 Chevrolet Impala SS
 * 2006–2007 Chevrolet Monte Carlo SS
 * 2008–2009 Buick LaCrosse Super

LY5
Introduced in 2007, the Vortec 5300 LY5 (VIN code "J") is the replacement for the LM7 Generation III engine. For SUV applications, it is rated at 320 hp and 340 lbft of torque, while for pickup truck applications, it is rated at 315 - 320 hp at 5200 rpm and 335 - 340 lbft at 4000 rpm.

Applications:

 * 2007–2009 Chevrolet Avalanche
 * 2007–2009 Chevrolet Silverado 1500
 * 2007–2009 Chevrolet Suburban 1500
 * 2007–2009 Chevrolet Tahoe
 * 2007–2009 GMC Sierra 1500
 * 2007–2009 GMC Yukon
 * 2007–2009 GMC Yukon XL 1500

LC9
The Vortec 5300 LC9 (VIN code "3" or "7") is the aluminum block flex-fuel version of the LH6, and is found in 4WD models. SUV applications are rated at 320 hp at 5400 rpm and 335 lbft at 4000 rpm. Pickup truck applications are rated at 315 hp at 5300 rpm and 335 lbft at 4000 rpm. Variable valve timing was added for the 2010 model year.

Applications:
 * 2007–2013 Chevrolet Avalanche
 * 2007–2013 Chevrolet Silverado 1500
 * 2007–2014 Chevrolet Suburban $1/2$ ton
 * 2007–2013 GMC Sierra 1500
 * 2007–2014 GMC Yukon XL $1/2$ ton

LMG
The Vortec 5300 LMG (VIN code "0") is the flexible-fuel version of the LY5. Power and torque ratings for SUV and pickup truck applications are the same as each application's LY5 rating. Variable valve timing was added for the 2010 model year. Active Fuel Management is standard on this model for fuel economy purposes.

Applications:

 * 2007–2013 Chevrolet Avalanche
 * 2007–2013 Chevrolet Silverado 1500
 * 2007–2014 Chevrolet Suburban 1500
 * 2007–2014 Chevrolet Tahoe
 * 2007–2013 GMC Sierra 1500
 * 2007–2014 GMC Yukon
 * 2007–2014 GMC Yukon XL 1500

LH8
The LH8 was introduced in 2008 as the V8 option for the Hummer H3. It was the simplest, most basic 5.3L V8 of its family, lacking any special technologies. Also known as the Vortec 5300, the LH8 was available in the H3 and GM mid-size pickups through 2009.

The LH8 is a variant of the 5.3L Gen IV small-block V8 modified to fit in the engine bay of the GMT345 SUV and GMT355 trucks. It produces 300 hp at 5200 rpm and 320 lbft at 4000 rpm. It has a displacement of 5327 cc and a compression ratio of 9.9:1.

Applications:
 * 2008–2009 Hummer H3 Alpha
 * 2009 Chevrolet Colorado/GMC Canyon

LH9
In 2010, the LH8 was replaced by the LH9. The LH9 was upgraded with Variable Valve Timing (VVT) and flex-fuel capability (but not Active Fuel Management). The Vortec 5300 LH9 produces 300 hp at 5200 rpm and 320 lbft at 4000 rpm. It has a displacement of 5327 cc. The compression ratio was 9.9:1 for 2010, but was reduced to 9.7:1 for the remaining two years of production.

Applications:

 * 2010 Hummer H3 Alpha
 * 2010–2012 Chevrolet Colorado/GMC Canyon

LMF
Introduced in 2008, the LMF is a low-tech LY5, used in the lower-volume half-ton vans that still used the 4L60-E 4-speed automatic, lacking Active Fuel Management. The LMF features variable valve timing.

Applications:

 * 2008–2014 Chevrolet Express 1500
 * 2008–2014 GMC Savana 1500

4.125 in. bore blocks (2006–2017)
Inspired by the LS1.R in size and performance goals, this family of blocks was designed for race-oriented performance. The only engine with this bore size that was used in a production vehicle is the LS7 with the LSX being only for aftermarket use. One unique feature of this family is that the cylinders are siamesed, no water passages between neighboring cylinders. This was done to increase both bore size and block strength.

LS7

 * LS7 can also refer to a 454 over-the-counter 460+ hp high compression engine Chevrolet Big-Block engine of the 1970s

The LS7 is a 7011 cc engine, based on the Gen IV architecture. The block is changed, with sleeved cylinders in an aluminum block with a larger bore of 4.125 in and longer stroke of 4 in than the LS2. The small-block's 4.4 in bore spacing is retained, requiring pressed-in cylinder liners. The crankshaft and main bearing caps are forged steel for durability, the connecting rods are forged titanium, and the pistons are hypereutectic. The two-valve arrangement is retained, though the titanium intake valves by Del West have grown to 2.2 in and sodium-filled exhaust valves are up to 1.61 in.

Peak output is 505 bhp at 6300 rpm (72.0 BHP/L) and 470 lbft of torque at 4800 rpm with a 7000 rpm redline. During GM's reliability testing of this engine in its prototype phase, the LS7 was remarked to have been repeatedly tested to be 8000 rpm capable, although power was not recorded at that rpm level, because of the constraints of the camshaft's hydraulic lifters and the intake manifold ability to flow required air at that engine speed.

The LS7 was hand-built by the General Motors Performance Build Center in Wixom, Michigan. Most of these engines are installed in the Z06, some are also sold to individuals by GM as a crate engine. The 2014 and 2015 Z28 were the only Camaros to receive the 427 LS7. As of early 2022, the LS7 is no longer being supplied as a crate engine, with Chevrolet intending to fulfill all current orders until inventory is depleted.

After an extensive engineering process over several years, Holden Special Vehicles fitted the LS7 to a special edition model: the W427. The HSV-tuned engine produced 375 kW at 6500 rpm and 640 Nm at 5000 rpm of torque. It was unveiled at the Melbourne International Motor Show on February 29, 2008, and went on sale in August 2008. The first Australian car to be fitted with this engine, however, was the CSV GTS of 2007, which was claimed to have a power output of 400 kW and 600 Nm.

Applications:

 * 2006–2013 Chevrolet Corvette Z06
 * 2013 Corvette 427 Convertible
 * 2014–2015 Chevrolet Camaro Z/28
 * Vertical Hummingbird helicopter

LS427
The LS427 is a 7011 cc engine. Based on the LS7 engine, the LS427 replaces the dry-sump oiling system with a wet-sump system and includes a higher-lift camshaft. This engine was only available as a crate option and did not appear in any production vehicles. It was introduced in June 2020 and discontinued in January 2022 along with the LS7.

Peak output is 570 bhp and 540 lbft of torque with a 7000 rpm redline.

4.06 in. bore blocks (2007–2017)
This family was designed as a replacement for the LS2 but enlarged to better accommodate variable valve timing and Active Fuel Management while still generating decent performance. This family of engines has mainly seen duty in performance cars and high-end SUVs.

L92 / L9H / L94
The L92, also known as the Vortec 6200, displaces 6162 cc, and first debuted in the 2007 Cadillac Escalade. It is an all-aluminum design which, while still a pushrod engine, boasts variable valve timing. The system adjusts both intake and exhaust timing between two settings. This engine produces 403 hp and 417 lbft in the GMC Yukon Denali/XL Denali, GMC Sierra Denali, Hummer H2, and briefly in the Chevrolet Tahoe LTZ (MY 2008.5 – MY 2009) and rated at 403 hp and 415 lbft. Starting in 2009, it was also available in the Chevrolet Silverado and GMC Sierra, as the L9H, with power ratings of 403 hp and 417 lbft.

Engines built prior to April 1, 2006, contained AFM hardware; however, the mode was not enabled in the PCM, and thus the system was not functional. Engines built after this date also lacked any AFM hardware, and instead used a valley cover plate similar to the L20, until the debut of the L94 variants mentioned below.

The 2009 L92 was modified with flex-fuel capability, becoming the L9H, but still had no AFM hardware. In 2010, the L9H was further modified with Active Fuel Management, becoming the L94 (in the Cadillac Escalade and GMC Yukon Denali).

Applications:

 * 2007–2013 Cadillac Escalade (L92 for MY 2007–2008, L9H for MY 2009, L94 for MY 2010–2013)
 * 2008–2009 Chevrolet Tahoe LTZ (as RPO code L92)
 * 2007–2013 GMC Yukon Denali / Yukon XL Denali
 * 2007–2013 GMC Sierra 1500 Denali
 * 2008–2009 Hummer H2
 * 2009–2013 Chevrolet Silverado 1500 (as RPO code L9H)
 * 2009–2013 GMC Sierra 1500 (as RPO code L9H)

LS3

 * LS3 can also refer to a 402 CID Chevrolet Big-Block engine of the 1970s.

The LS3 was introduced as the Corvette's new base engine for the 2008 model year. It produces 430 bhp at 5900 rpm and 424 lbft at 4600 rpm without the optional Corvette exhaust and is SAE certified. The block is an updated version of the LS2 casting featuring a larger bore of 103.25 mm creating a displacement of 6162 cc. It also features higher flowing cylinder heads sourced from the L92, a more aggressive camshaft with 14 mm lift, a 10.7:1 compression ratio, a revised valvetrain with 6 mm offset intake rocker arms, a high-flow intake manifold, and 47 lb/hour fuel injectors from the LS7 engine.

The L76/L92/LS3 cylinder heads use 55 mm intake valves, and 1.59 in exhaust valves. Improved manufacturing efficiency makes these heads cheaper to produce than the outgoing LS6 heads, significantly undercutting the price of aftermarket heads. The large valves, however, limit maximum rpm – 6000 in the L76 (with AFM), and 6600 in the LS3 (with hollow stem valves).

In addition to the above, a dual-mode exhaust package with a bypass on acceleration was available on C6 Corvettes. The dual-mode exhaust uses vacuum-actuated outlet valves, which control engine noise during low-load operation, but open for maximum performance during high-load operation. The system is similar to the C6 Z06, but uses a 64 mm diameter exhaust compared to the Z06's 3 in. Power is boosted to 436 hp and 428 lbft with this option. A similar system was optional on later-model fifth-generation Chevrolet Camaros and standard on the 2016–2017 Chevrolet SS, but no horsepower or torque increases were advertised on those vehicles.

LS3 engines found in manual transmission-equipped C6 Corvette Grand Sport models also received a dry sump oiling system similar to the one fitted to LS7-equipped Corvettes.

From April 2008, Australian performance car manufacturer HSV adopted the LS3 as its standard V8 throughout the range, replacing the 6.0-liter LS2. The LS3 received modifications for its application to HSV E Series models, producing 425 bhp. The LS3 engine in the E Series II GTS (released September 2009) was upgraded to produce 436 bhp. All HSV MY12.5 excluding the base Maloo and Clubsport variants have been upgraded to produce 436 bhp.

From September 2015, Holden introduced the LS3 in all V8 models of the VF II Commodore and WN II Caprice-V, replacing the 6.0L L77.

Applications:

 * 2008–2013 Chevrolet Corvette
 * 2010–2015 Chevrolet Camaro SS (manual only)
 * 2008–2017 Holden vehicles including:
 * 2009 Pontiac G8 GXP
 * 2014–2017 Chevrolet SS
 * 2009–2017 Vauxhall VXR8

L99
The L99 is derived from the LS3 with reduced output but adds Active Fuel Management (formerly called Displacement on Demand) and variable valve timing, which allows it to run on only four cylinders during light load conditions.

Applications:

 * 2010–2015 Chevrolet Camaro SS (automatic transmission)

LS9
The Gen IV LS9 is a supercharged 6162 cc engine, based on the LS3; the LS7 block was not used because of the higher cylinder pressures created by the supercharger requiring the thicker cylinder walls of the LS3. It has a bore and stroke of 103.25x92 mm. It is equipped with an Eaton four-lobe Roots type supercharger and has a compression ratio of 9.1:1. Power output is rated 638 bhp at 6500 rpm and 604 lbft at 3800 rpm of torque. Note: GM previously used the LS9 RPO code on 1969 and later Chevrolet trucks (both 2WD and 4WD) including Blazers, Jimmys, and Suburbans, as well as car carriers. The original LS9 was a 350 cuin V8, developing 160 hp and 245 lbft of torque. In 2017, Holden Special Vehicles used a modified version of the LS9 in their GTSR W1, the last-ever Holden Commodore based vehicle produced in Australia.

Applications:

 * 2009–2013 Chevrolet Corvette ZR1
 * 2017 HSV GTSR W1

LSA
The supercharged 6.2L LSA is similar to the LS9 and debuted in the 2009 CTS-V. The LSA has been SAE certified at 556 bhp at 6100 rpm and 551 lbft at 3800 rpm. GM labeled it "the most powerful ever offered in Cadillac's nearly 106-year history." The LSA features a smaller 1.9 L supercharger rather than the 2.3 L variant of the LS9. Other differences include a slightly lower 9.0:1 compression ratio, single-unit heat exchanger, and cast pistons.

A 580 bhp and 556 lbft version of the LSA engine is used in the 2012 Camaro ZL1. On May 15, 2013, Holden Special Vehicles announced that this version of the LSA engine would also be used in the GEN-F GTS.

Applications:

 * 2009–2015 Cadillac CTS-V
 * 2012–2015 Chevrolet Camaro ZL1
 * 2014–2017 HSV GTS GEN-F
 * 2013–2017 Vauxhall VXR8 GTS, GTS-R

Generation V (2013–present)
In 2007, WardsAuto.com reported that the LS3 (used in the 2008 Chevrolet Corvette) and Vortec 6000 LFA (used in the 2008 Chevrolet Tahoe Hybrid) engines would be the final two designs in the Generation IV small-block engine family, and the future designs would be part of the Generation V engine family. An experimental engine was built based on the L92 engine from the Cadillac Escalade, GMC Yukon Denali, and Hummer H2, and reported to generate 450 bhp on gasoline via direct fuel injection, increased compression ratio to 11.5:1, and a modified engine controller. The first Gen V LT engine was the LT1, announced in 2012 as the initial powerplant for the redesigned Corvette C7, succeeding the LS engine family. The new logo formally adopts the Small Block name for the engines.

The fifth generation of the iconic GM small block engine family features the same cam-in-block architecture and 4.4 in bore centers (the distance between the centers of each cylinder) that were born with the original small block in 1954. Structurally, the Gen-V small-block is similar to the Gen III/IV engines, including a deep-skirt cylinder block. Refinements and new or revised components are used throughout, including a revised cooling system and all-new cylinder heads. Because the positions of the intake and exhaust valves are flipped from where they would be in an LS engine, as well as the need for an addition to the camshaft to drive the high-pressure fuel pump for the direct fuel injection, few parts are interchangeable with the Gen III/IV engines.

All Gen V engines use aluminum blocks with aluminum cylinder heads, and include direct injection, piston cooling jets, active fuel management, variable displacement oil pump, and continuously variable valve timing. (The L8T is an exception; see below for details.) However, they all retain their ancestors' two-valve pushrod valvetrain and 4.4 inch bore spacing.

4.06 in. bore blocks (2014–present)
This family of blocks was the first of the Generation V small block with the LT1 being the progenitor of this family and generation. This family of blocks has seen a wide range of applications from performance vehicles to truck usage.

LT1
The 6162 cc LT1 engine debuted in the 2014 Chevrolet Corvette Stingray and is the first Generation V small block engine. Like its LS3 predecessor, it gets its displacement from a bore and stroke of 103.25 x with a compression ratio of 11.5 to 1.

Applications:

LT2
The LT2 engine debuted in the 2020 Corvette Stingray as the successor to the LT1. It was designed specifically with mid-engine placement and dry-sump lubrication in mind.

Applications:

L86/L87
The 6162 cc EcoTec3 is a Generation V small-block V8 truck engine (VIN code "J"). The L86 is an LT1 engine modified for truck use with a compression ratio of 11.5 to 1. In 2019, GM introduced the L87 as the successor to the L86. Power and torque remain the same, but whereas the L86's "Active Fuel Management" alternates between V4 and V8 modes, the L87's "Dynamic Fuel Management" can alternate between any of 17 different firing orders which vary both how many and which cylinders are actually firing based on demand calculated every 125 milliseconds.

Applications:

LT4
The 6162 cc LT4 engine builds on the design strengths of the previous LS9 supercharged engine used in the sixth-generation Corvette ZR1 and leverages the technologies introduced on the seventh-generation Corvette Stingray, including direct injection, cylinder deactivation, and continuously variable valve timing, to take Corvette performance to an all-new level. The LT4 engine is based on the same Gen 5 small block foundation as the Corvette Stingray's LT1 6.2L naturally aspirated engine, incorporating several unique features designed to support its higher output and the greater cylinder pressures created by forced induction, including: Rotocast A356T6 aluminum cylinder heads that are stronger and handle heat better than conventional aluminum heads, lightweight titanium intake valves, forged powder metal steel connecting rods, 10.0:1 compression ratio, enhanced performance and efficiency enabled by direct injection, forged aluminum pistons with unique, stronger structure to ensure strength under high cylinder pressures, stainless steel exhaust manifolds for structure at higher temperatures, aluminum balancer for reduced mass, and standard dry-sump oiling system with a dual-pressure-control oil pump. The engine uses a 1.7 L Eaton TVS Supercharger. Although smaller than the previous 2.3 L supercharger used on the sixth-generation ZR1, it spins to 5000 rpm faster thus generating boost quicker while making only slightly less total boost than the LS9 engine. The Escalade-V variant uses a 2.7 L Eaton TVS supercharger. This engine is also used by Scuderia Cameron Glickenhaus for their SCG 004S.

Applications:

LT5
The 6162 cc LT5 engine debuted in the seventh-generation Corvette ZR1 at the 2017 Dubai Motor Show. It draws its name from the 5.7 L LT5 from the C4, manufactured from 1989–1993. The original LT5 is rarely known as a Chevy small block V8, as it was designed by Lotus, built by Mercury Marine, and implements a DOHC 32-valve multi-port injection system, instead of the 16-valve push-rod design. The new (and unrelated) LT5, however, has increased its displacement from 5.7 to 6.2 L, retains the Gen V OHV valvetrain, and is topped with a 2.6 L Eaton TVS supercharger and an improved intercooler. It simultaneously couples the standard direct injection system found on Gen 5 engines with port fuel injection. Power output is 755 hp at 6400 rpm and 715 lbft of torque at 3600 rpm.

Applications:

L8T
The L8T is the first (and so far, only) iron block member of the Gen V family, and is the successor to the 6.0L Gen IV L96. It shares its 103.25 mm bore with other 6.2L V8s such as the L86, but with a longer stroke of 98 mm to displace 6.6 L. It is rated for 401 hp at 5,200 rpm and 464 lbft of torque at 4,000 rpm. The compression ratio is 10.8:1. The longer stroke yields little additional peak torque output compared to the L86, but only requires 87 Octane. The stroke is also shorter than the LS7's 101.6 mm, to optimize rod ratio for reliability.

Rather than allow a "high-strung" small-block to fail the heavy-duty truck market, the iron block, lack of both stop-start and cylinder deactivation, longer stroke and rod ratio, lower compression, lesser 87 Octane requirement, greater displacement, and forged connecting rods and crankshaft with central counterweights all suggest that the L8T was designed specifically to assuage the heavy-duty truck market's concerns.

Applications:

3.78 in. bore blocks (2014–present)
Unlike the previous Generation III/IV 3.78 in bore block families, there is no 4.8 L displacement variant (having been 'replaced' by GM's 5th Generation LT V8-based V6, the 4.3 L LV3).

L83
Dubbed EcoTec3, the 5.3 L is a Generation V small block V8 truck engine (VIN code "C"). Like its Vortec 5300 Generation IV predecessor, it gets its displacement from a bore and stroke of 96 x with a compression ratio of 11.0 to 1.

Applications:

L8B
The L8B is an eAssist mild hybrid version of the L83 featuring a 0.45-kWh lithium ion battery pack. This setup can improve fuel efficiency by about 13%. This adds about 100 lb to the total weight of the truck but provides an additional 13 hp and 44 lbft.

Applications:

L82
The L82 is one of two 5.3L V8s available in the fourth-generation Chevrolet Silverado and fifth-generation GMC Sierra. The L82 uses Active Fuel Management instead of the L84's Dynamic Fuel Management system and is only available on lower-trim trucks.

Applications:

L84
The L84 is one of two 5.3L V8s available in the 4th generation Chevrolet Silverado and GMC Sierra. The L84 is distinguished from the L82 by the presence of the Dynamic Fuel Management System and is either available or standard on mid-to-high-level trims. The L84 is also the base engine on the 2021–present Chevrolet Tahoe, GMC Yukon, Chevrolet Suburban, and GMC Yukon XL.

Applications:

3.921 in. bore blocks (2014–present)
These V6 engines are based on the V8 version of the Gen V family, but with two fewer cylinders – a design lineage that dates back to the previous 4.3L V6, which was itself a Gen I small block with a pair of cylinders removed.

Of special note, there were no V6 engines based on Generation II, III, or IV small-block V8s.

4.3 L
Dubbed EcoTec3, the 4.3 L is a Generation V small block V6 truck engine. It gets its displacement from bore and stroke of 99.6 x with a compression ratio of 11.0 to 1. Firing order is 1-6-5-4-3-2.

This engine replaces the unrelated 4.3L V6 whose lineage dates back to 1978.

LV3
Applications:

LV1
The engine is essentially the same as the LV3, but without Active Fuel Management technology. The LV1 made its debut in the 2018 model year GM full-size vans—the 2018 Chevrolet Express and 2018 GMC Savana—as the successor to the Gen IV 4.8L L20.

Applications:

Generation VI
General Motors announced in January 2023 that plans for a sixth generation of small-block were in place, with the company investing $854 million into its various manufacturing plants. The timeline for the release of the new generation is not yet known.

Engine table
The eighth character in the VIN or the RPO code from the glove box sticker can be used to identify which type of LS engine a vehicle has.

Known issues
In the early production run of the LS-series engine, some engines encountered 'piston slap' during the first few minutes after a cold engine start; this sound is caused by the pistons rocking slightly in the cylinder until they reach operating temperature/size. "Piston slap" sometimes sounds more like a knock or the sound of a diesel engine running. It is typically only present when the engine is cold and disappears as the engine reaches operating temperature.

Another common problem with the 2001–2006 5.3L engines was cracking cylinder heads. This is commonly called the "Castech Head" failure. GM issued a Technical Service Bulletin on this failure to help service technicians identify the problem. The head casting number (which can be viewed from the passenger side of the vehicle just in front of the valve cover) was 706. Some heads with this casting number would fail (but not all of them) as GM had different suppliers for the same head. The failure was due to undetected porosity around the oil drains in the head.

Yet another common problem with the 2005–2016 fourth generation V8 LS engines was a failure of the specialized lifters in engines equipped with the AFM system. While in AFM operation, the lifters would sometimes fail to come out of AFM mode and cause the engine to go into 'limp home' mode. In this mode damage could occur to the pistons, camshaft, or the lifters themselves. The resulting solution was a package of components that would replace the lifters, lifter guides, camshaft, Valve Lifter Oil Manifold (VLOM) plate. Cylinder heads were required to be removed from the engine in order to replace all the components. The engine computer also required reprogramming to permanently Disable AFM.

Build-your-own program
In 2011, Chevrolet Performance began to offer the build your own engine program for LS7 (part number 19259944) or LS9 (part number 19259945) crate engines. It also provides customers the experience of visiting GM's unique Performance Build Center in Wixom, Michigan, where they will join a specially trained engine builder to assist in the start-to-finish assembly of the engine they purchased – from installing the crankshaft in the cylinder block to topping off the engine with its intake system. In the case of the LS9, it also means installing the supercharger assembly. Upon completion, a personalized nameplate is added to the engine.

The build-your-own engine program associated with the V8 engines, available for buyers of Chevrolet Corvette, Cadillac XLR, and certain top-spec Chevrolet Camaro models, were temporarily halted after the closure of GM Performance Build Center in Wixom, Michigan. The program's venue was reported to be relocated to the Corvette assembly plant in Bowling Green, Kentucky.

Aftermarket

 * LS7.R

The LS7.R engine is a variation of the LS7 used in the highly successful C6.R American Le Mans Series racecar. It was crowned as Global Motorsport engine of the year by a jury of 50 race engine engineers on the Professional Motorsport World Expo 2006 in Cologne, Germany.

 * LSX

LSx is also used to denote any LS engine.

At the 2006 SEMA show, GM Performance Parts introduced the LSX engine, an all-new cast-iron racing block based on the LS7 engine. It was designed with help from drag racing legend Warren Johnson. It offers displacements ranging from 364 to 511 cuin with a bore and stroke of 4+1/4 x and is capable of withstanding 2500 bhp. This block incorporates two extra rows of head-bolt holes per bank for increased clamping capacity. The six bolt steel main caps are the same ones used on the LS7 engine. The engine debuted at the auto show in a customized 1969 Camaro owned by Reggie Jackson. The LSX was available starting the second quarter of 2007, set to be available in authorized dealerships and retailers on March 31, 2007. The Hennessey Venom GT also uses the LSX engine based on LS7.

Chevrolet Performance LSX Bowtie block includes LSX specific six-bolts-per-cylinder head bolt pattern, billet-steel six-bolt dowel-located main bearing caps, extra-thick deck for maximum clamping force, extra-thick cylinder walls allow increased bore capacity (maximum 4.2 in bore still allows 0.2 in minimum wall thickness), true priority main oiling system, main web bay-to-bay breathing holes reduce crank windage, orange powder coat finish, machined bore at 3.88 in is ready for final boring/honing.

A 396 cid version engineered by Ilmor is used in NASCAR for the Craftsman Truck Series and the ARCA Racing Series as an option engine. Most teams in both series (known as "NT1" in the Truck Series and the "ARCA 396" in ARCA) have switched to the engine because of cost savings, as engines must last 1,500 miles and rebuilds are about one-thirds the cost of a new engine.

 * 0LSX376

Chevrolet Performance LSX376 crate engines are updated versions of LSX crate engine family designed to support up to 1000 hp. All models use the Chevrolet Performance LSX Bowtie block.

LSX376-B15 (part number 19299306) includes forged steel crankshaft, forged powdered metal I-beam rods (both the crankshaft and rods from the LSA engine), forged aluminum pistons (9.0:1 compression), and high-flow rectangular-port six-bolt LSX-LS3 heads for supercharged and turbocharged combinations producing up to 15 psi of boost and up to about 1000 hp.

LSX376-B8 (part number 19171049) is a more economical version that is capable of approximately 8 psi, for an engine producing approximately 600 hp. It is designed for production-style supercharger and turbo systems used without enhancements or modifications.

 * LSX454 and LSX454R

Chevrolet Performance created the 454 big-block Chevy race engine in 1970 and continued production of the crate engine through 2001. The addition of EFI and picking up the Vortec 7400 name took place in 1996 which was replaced with the Vortec 8100 platform once the 7400 was retired. Chevrolet Performance released the 454 again in 2011 as a small-block crate engine dubbed the LSX454R officially rated at 776 horsepower at 7,000 rpm and 649 lb-ft of torque at 5,100 rpm. The LSX454R was discontinued in July 2018 and was recorded as one of the more powerful LS crate engines to be assembled from Chevy Performance.

 * Noonan Race Engineering

Noonan Race Engineering developed two billet aluminum blocks based on the LS engine. Bore sizes are up to 4.185 in and stroke up to 4.5 in are available, making a 495 cu in displacement possible. The billet construction provides added block integrity suited to high horsepower applications. The block design incorporates turbocharger pressure feed lines in the front of the valley and oil dump ports in the side of the block to return oil to the sump. In addition to the solid block, a waterjacketed version was designed to provide better cooling options for street or endurance purposes. Noonan also developed intake manifolds for the LS, specifically for turbocharging or twin turbo charging or supercharging.


text:
User talk:Rbsteffes

Hello and welcome to Wikipedia! Hope you like it here, and stick around.

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Good luck!

PPS Nice catch on the article about Jesus. Just a note--we generally refer to stuff like that, which clearly harms Wikipedia, as vandalism. Just wanted to let you know so you don't get confused if people start using "troll" in a way that you don't agree with. Best wishes.

No, but it's not really important. Best wishes and keep contributing, [[User:Meelar|Meelar (talk)]] 17:58, 2004 Aug 4 (UTC)

NP. I had forgotten about it. Thanks. Kevin Baas | talk 21:37, 2004 Sep 3 (UTC)

John Kerry flip-flops
I think this page is a gross error of judgement on your part. Wikipedia is not for partizan politics; there is a perfectly servicable page for the kerry campaign on wikipedia, as well you know since you've edited so much of it. --Tagishsimon

 * We'll let the VfD process decide. --Tagishsimon
 * Please, if you have additional quotes on that topic or wish to edit the non-quote part of the subject to be more NPOV, please do so. Also, if you have evidence that directly counters a claim, by all means, put it there.  The intent is to make as much accurate information as readily available as possible.  Where else are people going to go when accusations like these surface?  If the facts aren't here, where else would they be?Rbsteffes 19:35, 13 Sep 2004 (UTC)
 * Appears the consensus is that the page is a gross error of judgement on your part. Not one single vote of support. I fear the worst part is that you will not understand why. Which is very depressing. --Tagishsimon
 * QED --Tagishsimon

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: User talk:Rbsteffes


text:
Takasato, Fukushima

Takasato (高郷村) was a village in Yama District, Fukushima Prefecture, Japan.

As of 2003, the village had an estimated population of 2,442 and a density of 54.46 persons per km2. The total area was 44.84 km2.

On January 4, 2006, Takasato, along with the towns of Shiokawa and Yamato, and the village of Atsushiokanō (all from Yama District), was merged into the expanded city of Kitakata.

title: Takasato, Fukushima


text:
Adjustment disorder

Adjustment disorder is a maladaptive response to a psychosocial stressor. It is classified as a mental disorder. The maladaptive response usually involves otherwise normal emotional and behavioral reactions that manifest more intensely than usual (considering contextual and cultural factors), causing marked distress, preoccupation with the stressor and its consequences, and functional impairment.

Diagnosis of adjustment disorder is common. Lifetime prevalence estimates for adults range from five percent to 21%. Adult women are diagnosed twice as often as men. Among children and adolescents, girls and boys are equally likely to be diagnosed with an adjustment disorder.

Adjustment disorder was introduced into the Diagnostic and Statistical Manual of Mental Disorders in 1980 (DSM-III).

Other names for adjustment disorder are stress response syndrome (new name as of 2013) and situational depression since it is one of the most common symptoms.

Signs and symptoms
Some emotional signs of adjustment disorder are: sadness, hopelessness, lack of enjoyment, crying spells, nervousness, anxiety, desperation, feeling overwhelmed and thoughts of suicide, performing poorly in school/work etc.

Common characteristics of adjustment disorder include mild depressive symptoms, anxiety symptoms, and traumatic stress symptoms or a combination of the three. According to the DSM-5, there are six types of adjustment disorder, which are characterized by the following predominant symptoms: depressed mood, anxiety, mixed depression and anxiety, disturbance of conduct, mixed disturbance of emotions and conduct, and unspecified. However, the criteria for these symptoms are not specified in greater detail. Adjustment disorder may be acute or chronic, depending on whether it lasts more or less than six months. According to the DSM-5, if the adjustment disorder lasts less than six months, then it may be considered acute. If it lasts more than six months, it may be considered chronic. Moreover, the symptoms cannot last longer than six months after the stressor(s), or its consequences, have terminated. However, the stress-related disturbance does not only exist as an exacerbation of a pre-existing mental disorder.

Unlike major depression, the disorder is caused by an outside stressor and generally resolves once the individual is able to adapt to the situation. The condition is different from anxiety disorder, which lacks the presence of a stressor, or post-traumatic stress disorder and acute stress disorder, which usually are associated with a more intense stressor. Suicidal behavior is prominent among people with adjustment disorder of all ages, and up to one-fifth of adolescent suicide victims may have an adjustment disorder. Bronish and Hecht (1989) found that 70% of a series of patients with adjustment disorder attempted suicide immediately before their index admission and they remitted faster than a comparison group with major depression. Asnis et al. (1993) found that adjustment disorder patients report persistent ideation or suicide attempts less frequently than those diagnosed with major depression. According to a study on 82 adjustment disorder patients at a clinic, Bolu et al. (2012) found that 22 (26.8%) of these patients were admitted due to suicide attempt, consistent with previous findings. In addition, it was found that 15 of these 22 patients chose suicide methods that involved high chances of being saved. Henriksson et al. (2005) states statistically that the stressors are of one-half related to parental issues and one-third in peer issues.

One hypothesis about adjustment disorder is that it may represent a sub-threshold clinical syndrome.

The syndrome of occupational burnout is considered to be adjustment disorder by some national health authorities.

Subtypes and their symptoms
Adjustment disorder has six different subtypes, and they are all based on what the main symptoms are.

Those subtypes are as follows:

 * With depressed mood: depression, hopelessness, lack of interest or joy from previously enjoyed hobbies, tearfulness
 * With anxiety: anxiousness, being overwhelmed, trouble concentrating, worry, separation anxiety (common in children)
 * With anxiety and depressed mood: combination of symptoms from both subtypes above
 * With disturbance of conduct: acting destructive, reckless behavior, rebellious
 * With mixed disturbance of emotions and conduct: combination of symptoms from both subtypes above
 * Unspecified: symptoms that do not fall into above subtypes; often include physical symptoms and withdrawal from everyday activities

Risk factors
Those exposed to repeated trauma are at greater risk, even if that trauma is in the past. Age can be a factor due to young children having fewer coping resources and because they are less likely to realize the consequences of a potential stressor.

A stressor is generally an event of a serious, unusual nature that an individual or group of individuals experience. Adjustment disorders can come from a wide range of stressors that can be traumatic or relatively minor, like the loss of a girlfriend/boyfriend, a poor report card, or moving to a new neighborhood. It is thought that the more often the stressor occurs, the more likely it is to produce adjustment disorder. The objective nature of the stressor is of secondary importance. A stressor gains its pathogenic potential when the patient perceives it as stressful. The identification of a causal stressor is necessary if a diagnosis of adjustment disorder is to be made.

There are certain stressors that are more common in different age groups:

Adulthood:
 * Marital conflict
 * Financial conflict
 * Health issues with oneself, partner, or dependent children
 * Personal tragedy such as death or personal loss
 * Loss of job or unstable employment conditions e.g., corporate takeover or redundancy

Adolescence and childhood:
 * Family conflict or parental separation
 * School problems or changing schools
 * Sexuality issues
 * Death, illness, or trauma in the family

In a study conducted from 1990 to 1994 on 89 psychiatric outpatient adolescents, 25% had attempted suicide in which 37.5% had misused alcohol, 87.5% displayed aggressive behaviour, 12.5% had learning difficulties, and 87.5% had anxiety symptoms.

DSM-5 classification
The basis of the diagnosis is the presence of a precipitating stressor and a clinical evaluation of the possibility of symptom resolution on removal of the stressor due to the limitations in the criteria for diagnosing adjustment disorder. In addition, the diagnosis of adjustment disorder is less clear when patients are exposed to stressors long-term, because this type of exposure is associated with adjustment disorder and major depressive disorder (MDD) and generalized anxiety disorder (GAD).

Some signs and criteria used to establish a diagnosis are important. First, the symptoms must clearly follow a stressor. The symptoms should be more severe than would be expected. There should not appear to be other underlying disorders. The symptoms that are present are not part of a normal grieving for the death of family member or other loved one.

Adjustment disorders have the ability to be self-limiting. Within five years of when they are originally diagnosed, approximately 20–50% go on to be diagnosed with psychiatric disorders that are more serious.

ICD-11 classification
International Statistical Classification of Diseases and Related Health Problems (ICD), assigns codes to classify diseases, symptoms, complaints, social behaviors, injuries, and such medical-related findings.

ICD-11 classifies adjustment disorder (6B43) under "Disorders specifically associated with stress".

Treatment
Individuals with an adjustment disorder and depressive or anxiety symptoms may benefit from treatments usually used for depressive or anxiety disorders. The use of different therapies can be beneficial for any age group. There is also a list of medications that can be used to help people with adjustment disorder whose symptoms are too severe for therapy alone. If a person is considering taking medication, they should talk to their doctor. Specific treatment is based on factors of each individual separately. These factors include but are not limited to age, severity of symptoms, type of adjustment disorder, and personal preference.

Different ways to help with the disorder include:

 * individual psychotherapy
 * family therapy
 * peer group therapy
 * medication

In addition to professional help, parents and caregivers can help their children with their difficulty adjusting by:

 * offering encouragement to talk about their emotions
 * offering support and understanding
 * reassuring the child that their reactions are normal
 * involving the child's teachers to check on their progress in school
 * letting the child make simple decisions at home, such as what to eat for dinner or what show to watch on television
 * having the child engage in a hobby or activity they enjoy

Criticism
Like many of the items in the DSM, adjustment disorder receives criticism from a minority of the professional community as well as those in semi-related professions outside the healthcare field. First, there has been criticism of its classification. It has been criticized for its lack of specificity of symptoms, behavioral parameters, and close links with environmental factors. Relatively little research has been done on this condition.

An editorial in the British Journal of Psychiatry described adjustment disorder as being so "vague and all-encompassing… as to be useless," but it has been retained in the DSM-5 because of the belief that it serves a useful clinical purpose for clinicians seeking a temporary, mild, non-stigmatizing label, particularly for patients who need a diagnosis for insurance coverage of therapy.

In the US military there has been concern about its diagnosis in active duty military personnel.

When the cause of substantial distress is harm caused by unjust social systems, it may be considered that the true disorder requiring intervention lies in the systems causing the problem rather than in the individual who is distressed by them.

In relation to the COVID-19 pandemic
A study was conducted in Poland during the first phase of the pandemic. The study used self-report surveys to measure the prevalence and severity of symptoms of adjustment disorder compared to PTSD, depression, and anxiety. The data was collected in the first quarantine period between March 25 to April 27, 2020.

Results from the study:

 * The COVID-19 pandemic was a highly stressful event for 75% of the participants and the most powerful predictor of adjustment disorder.
 * 49% reported an increase in adjustment disorder symptoms, which were more common among females and those without a full-time job; 14% of the sample met the criteria for a diagnosis of adjustment disorder.
 * A significant proportion of the sample was also positive for generalized anxiety (44%) and depression (26%): the presumptive diagnosis rate of PTSD was 2.4%

title: Adjustment disorder


text:
Bandai, Fukushima

Bandai (磐梯町) is a town located in Fukushima Prefecture, Japan. , the town had an estimated population of 3,533 in 1195 households, and a population density of 60.3 persons per km2. The total area of the town was 59.77 sqkm.

Geography
Bandai is located in the northeastern part of the Aizu Basin, bordered by Yamagata Prefecture to the north. About 70% of the town is occupied by forests, with agricultural land and settlements along the hills at the southern foot of the mountains and along the Otani River. Much of the tow is within the borders of the Bandai-Asahi National Park.

 * Mountains : Mount Bandai, Mount Nekomadake
 * Rivers : Nippashi-gawa, Oya-gawa

Neighboring municipalities
Fukushima Prefecture
 * Kitakata
 * Aizuwakamatsu
 * Inawashiro
 * Kitashiobara

Climate
Bandai has a Humid continental climate (Köppen Dfb) characterized by warm summers and cold winters with heavy snowfall. The average annual temperature in Bandai is 9.2 °C. The average annual rainfall is 1467 mm with September as the wettest month. The temperatures are highest on average in August, at around 22.7 °C, and lowest in January, at around -3.3 °C.

Demographics
Per Japanese census data, the population of Bandai has declined steadily over the past 60 years and is now much less than it was a century ago.

History
The area of present-day Bandai was part of ancient Mutsu Province. It was the center of a mountain cult based on Mount Bandai and numerous Buddhist temples were founded from the Heian period. These temples grew to have a strong military and economic power towards the Kamakura period, and were only suppressed in the Sengoku period. The area formed part of the holdings of Aizu Domain during the Edo period. After the Meiji Restoration, it was organized as part of Yama District, Fukushima Prefecture. Bandai village was created on March 31, 1889 with the establishment of the modern municipalities system, and was raised to town status in 1960.

Economy
From the early modern period, hydroelectric power generation and chemical production by Nippon Soda Co., Ltd. had been mainstays of the local economy. However, the local economy has now shifted to precision machinery production and seasonal tourism, especially golf courses and ski resorts.

Education
Bandai has two public elementary schools and one public junior high school operated by the town government.

Railway
JR East – Ban'etsu West Line
 * Bandaimachi

Sister city relations
🇨🇦 Canada – Oliver, British Columbia, Canada

Local attractions

 * Mount Bandai
 * Bandai-Asahi National Park
 * Enichi-ji, noted Buddhist temple and National Historic Site

title: Bandai, Fukushima


text:
GM LT1 engine

General Motors has produced three different engines called LT1:
 * 1970–1972 LT-1 – Chevrolet Generation I Small-Block
 * 1992–1997 LT1 – GM Generation II Small-Block
 * 2013–(current) LT1 - GM Generation V Small-Block.

title: GM LT1 engine


text:
Inawashiro

Inawashiro (猪苗代町) is a town located in Fukushima Prefecture, Japan. , the town had an estimated population of 13,810 in 5309 households, and a population density of 35 persons per km2. The total area of the town was 394.85 sqkm. It is noted as the birthplace of the famous doctor Hideyo Noguchi, who contributed to knowledge in the fight against syphilis and yellow fever.

Geography
Inawashiro is located in the far north of the Aizu region of Fukushima Prefecture, bordering Yamagata Prefecture to the north and Lake Inawashiro to the south.

 * Mountains : Mount Bandai, Mount Adatara, Mount Azuma-kofuji
 * Rivers : Nagase River
 * Lakes : Lake Inawashiro, Akimoto Lake

Neighboring municipalities
Fukushima Prefecture Yamagata Prefecture
 * Aizuwakamatsu
 * Fukushima
 * Nihonmatsu
 * Kōriyama
 * Kitashiobara
 * Bandai
 * Yonezawa

Climate
Inawashiro has a Humid continental climate (Köppen Dfa) characterized by warm summers and cold winters with heavy snowfall. The average annual temperature in Inawashiro is 10.0 °C. The average annual rainfall is 1367 mm with September as the wettest month. The temperatures are highest on average in August, at around 23.5 °C, and lowest in January, at around -2.4 °C.

Demographics
Per Japanese census data, the population of Inawashiro has declined steadily over the past 40 years.

History
The area of present-day Inawashiro was part of ancient Mutsu Province and the location of Inawashiro Castle since the Kamakura period. It was the site of the Battle of Suriagehara during the Sengoku period. The area formed part of the holdings of Aizu Domain during the Edo period. During the Boshin War, the Battle of Bonari Pass took place near Inawashiro. After the Meiji Restoration, the area was organized as part of Yama District, Fukushima Prefecture. The town of Inawashiro was founded with the establishment of the modern municipalities system on April 1, 1898. The town borders expanded considerably in 1955 through a merger with the villages of Iwase, Iwaho, Azauma, Nagase, Tsukinowa, Chisato, and Okinajima.

Economy
The economy of Inawashiro is based on tourism and agriculture. Primary agricultural crops include buckwheat and rice, along with tomatoes, dairy farming and miso. There are many ski resorts, onsen and leisure facilities at Lake Inawashiro. Sulfur mining, formerly a mainstay of the local economy, ended with the closure of the last mine in 1968.

Education
Inawashiro has six public elementary schools and three public junior high schools operated by the town government. The town has one public high school operated by the Fukushima Prefectural Board of Education. The prefecture also operates one special education school.

Railway
JR East – Ban'etsu West Line
 * Jōko - Sekito - Kawageta - Inawashiro - Okinashima

Highway

 * – Inawashiro-Bandai Kogen IC

Local attractions

 * Tenkyōkaku, a Meiji-period former residence of Prince Arisugawa Takehito, designated an Important Cultural Property (ICP)
 * Noguchi Hideyo Memorial Hall
 * Lake Inawashiro
 * former Okinashima Villa of Prince Takamatsu (ICP)
 * former Baba residence (ICP)
 * Aizu-Matsudiara clan cemetery, National historic site

Noted people from Inawashiro

 * Hideyo Noguchi, bacteriologist
 * Yumeko Aizome, actress

title: Inawashiro


text:
Wajo

Wajo may refer to:

 * Wajo Regency, a regency of South Sulawesi province of Indonesia.
 * Wajo Kingdom, an elective monarchy founded in the fifteenth century in the south of Sulawesi.
 * A Japanese terminology (和城) for Japanese castle.
 * WJUS, a radio station (1310 AM) in Marion, Alabama, United States, known as WAJO from 1983 to 1998

title: Wajo


text:
Yama District, Fukushima

 * List of Provinces of Japan > Tōsandō > Iwashiro Province > Yama District
 * Japan > Tōhoku region > Fukushima Prefecture > Yama District

Yama (耶麻郡) is a district located in Fukushima Prefecture, Japan.

As of 2008, the district has an estimated population of 31,175 and a density of 31.6 persons per km2. The total area is 986.763 km2.

Towns and villages

 * Bandai
 * Inawashiro
 * Nishiaizu
 * Kitashiobara

Merger

 * On January 4, 2006, the towns of Shiokawa and Yamato, and the villages of Atsushiokanō and Takasato merged into the city of Kitakata.

title: Yama District, Fukushima


text:
Adonara

Adonara is an island in the Lesser Sunda Islands of Indonesia, located east of the larger island of Flores in the Solor Archipelago. To the east lies Lembata, formerly known as Lomblen. Adonara is the highest of the islands of the archipelago, reaching an altitude of 1,659 metres, and it has an area of 529.75 km2. It is situated administratively in the East Flores Regency of East Nusa Tenggara province.

Administration
The island is divided into eight districts (kecamatan), tabulated below with their areas (in km2) and their populations at the 2010 Census and 2020 census, together with the official estimates as at mid 2022.

Note: (a) Adonara District covers only the northern part of Adonara Island ("Adonara Utara").

History
Local history on Adonara is documented from the sixteenth century, when Portuguese traders and missionaries established a post on the nearby island of Solor. By that time Adonara and the surrounding islands were ritually divided between a population of coastal dwellers known as Paji, and a population mainly settling the mountainous inland called Demon. The Paji were susceptible to Islam, while the Demon tended to fall under Portuguese influence. The Paji areas on Adonara contained three principalities, namely Adonara proper (centered on the north coast of the island), and Terong and Lamahala (on the south coast). Together with two principalities on Solor (Lohayong and Lamakera), they constituted a league called Watan Lema ("the five shores"). The Watan Lema allied with the Dutch East India Company (VOC) in 1613, confirmed in 1646. The Adonara principalities had frequent feuds with the Portuguese in Larantuka on Flores, and were not always obedient to the Dutch authorities. In the course of the nineteenth century, the ruler of Adonara (proper) in the north strengthened his position in the Solor Archipelago; by then, he was also the overlord of parts of eastern Flores and Lembata. The Demon areas stood under the suzerainty of the principality of Larantuka, which in turn was under Portuguese rule until 1859, when it was ceded to the Netherlands. The principalities of Larantuka and Adonara (proper) were abolished by the Indonesian government in 1962. Some post-independence local officials trace their roots to past rulers, called raja, of Adonara (proper). These include:
 * Foramma, c. 1650
 * Boli I, c. 1671–1684
 * Eke 1684–1688 (killed by mountain people)
 * Gogok, c. 1702
 * Wuring (brother of Eke), 1688–1719
 * Boli II (son of Wuring), 1719-after 1756
 * unknown rulers
 * Jou, c. 1815
 * Lakabella Jou (son of Jou), c. 1832
 * Begu, d. July 28, 1850 (killed)
 * (son of Begu), 1850–1857
 * Jou (brother of Pela), 1857–1868
 * Kamba Begu (brother of Lakabella), 1868–1893
 * Bapa Tuan (son of Kamba Begu), temporary Raja in 1893 for 6 months
 * Arkiang Kamba (Arakang; brother of Bapa Tuan, b. 1866), 1893 or 1894 – abdicated December 18, 1930
 * Bapa Ana (son of a sister of Kamba Begu), Regent with the title of Kapitan 1930 – December 1, 1935, condemned to life imprisonment 1935 and sent to Kupang
 * Bapa Nuhur, (son of Gela, a son of Bapa Tuan, b. 1915), 1941–1947
 * Bapa Kaya, (son of Bapa Ana, d. 12/1/1954), Regent 1947–1951
 * Mohamad Eke (great-grandson of Raja Jo, 1929 – c. 1985), 1951–1962, first referred as Government Asst during Bapa Kaya's rule and also Kapitan of Adonara

Geography
Adonara Island is a part of the Indonesian regency of East Flores. It can be reached by airplane from Jakarta to Kupang, then by ferry to Larantuka, then by boat.

The administrative centre of Adonara is the town of Waiwerang.

title: Adonara


text:
Aizubange

Aizubange (会津坂下町) is a town located in Fukushima Prefecture, Japan. , the town had an estimated population of 15,159 in 5487 households, and a population density of 170 persons per km2. The total area of the town was 91.59 sqkm.

Geography
Aizubange is located in the northern portion of the Aizu region of Fukushima Prefecture in the western part of Aizu Basin. The basin extends from the center of the town to the east and is relatively flat, with many paddy fields. On the other hand, the western part of the town has many forests. The Aga River flows from the east to the north of the town, and the Tadami River flows to the west.

 * Mountains : Mount Takadera
 * Rivers : Tadami River, Agakawa

Neighboring municipalities
Fukushima Prefecture
 * Aizuwakamatsu
 * Kitakata
 * Yanaizu
 * Yugawa
 * Aizumisato
 * Nishiaizu

Climate
Aizubange has a Humid continental climate (Köppen Dfb) characterized by warm summers and cold winters with heavy snowfall. The average annual temperature in Aizubange is 11.6 °C. The average annual rainfall is 1399 mm with September as the wettest month. The temperatures are highest on average in August, at around 25.2 °C, and lowest in January, at around -1.2 °C.

Demographics
Per Japanese census data, the population of Aizubange has declined steadily over the past 60 years.

History
The area of present-day Aizubange was part of ancient Mutsu Province. The area formed part of the holdings of Aizu Domain during the Edo period. After the Meiji Restoration, the area was organized as part of Kawanuma District. Fukushima Prefecture. The town of Bange was established on April 1, 1889 with the creation of the modern municipalities system. The town of Aizubange was founded on April 1, 1955, by the merger of the town of Bange with the Wakamiya, Kanagami, Hirose, Kawanishi and Yawata.

Economy
The economy of Aizubange is centered on the production of rice, with much of the town area under paddy fields.

Education
Aizubange has two public elementary schools and one public junior high school operated by the town government. The town has two public high schools operated by the Fukushima Prefectural Board of Education.

Railway
JR East – Tadami Line
 * Wakamiya – Aizu-Bange – Tōdera – Aizu-Sakamoto

Highway

 * – Aizubange IC

Local attractions

 * Kamegamori-Chinjumori Kofun (National Historic Site)
 * site of Jingamine Castle (National Historic Site)
 * Eryū-ji – Buddhist temple with Important Cultural Property Kannon-dō.

Noted people from Aizubange

 * Kiyoshi Saitō, artist
 * Takeda Sōkaku, martial artist
 * Hachiro Kasuga, singer
 * Yoshitaka Egawa, basketball player
 * Hiroshi Takahashi, manga artist

title: Aizubange


text:
Talk:Montenegrin Orthodox Church

History
Hadzija, its history is not closely related to the SOC. --PaxEquilibrium 21:38, 12 May 2007 (UTC)

 * Ok, I see I have hit a wall of nationalism. Have it your way, but know that the reality is there whether you choose to face it or not.--Hadžija 22:50, 12 May 2007 (UTC)

 * MOC uses montenegrin, not serbian language. Nenaad —Preceding unsigned comment added by 77.46.255.145 (talk) 03:58, 16 May 2008 (UTC)

Support section
... is full of POV pushing, unsourced claims, personal opinions... should be rewritten. I don't have the time to do this right now, but I just wanted to give heads up to anyone interested. --RockyMM (talk) 11:25, 26 November 2009 (UTC)

 * This whole paragraph is completely unfounded POV and I am removing it.

 * "It must be noted that the current Montenegrin Orthodox Church is absolutely in character and aims similar to the old Church of Montenegro. While the latter based itself upon successorship to the abolished Serbian Orthodox Church by Ottoman decree in 1766, with its Metropolitans asserting the title "Exarch of the Slav Throne" which they hold up to today, who were also great proponents of the enforced unification of the Serbian and Montenegrin Churches which has unfortunately occurred in 1920 as well as the national occupation and oppression of Montenegrins based on medieval Serbian hegemonistic myths, the MOC presents itself as a church of just Montenegro, is a supporter of the Montenegrin nation and a proponent for a separate Montenegrin language as well as a sovereign and independent Montenegro, trying to gather not only Orthodox Christians, but all of Montenegro's faithful as well. The Church of Montenegro also achieved the legal recognition of autocephaly from the Ecumenical Patriarchate of Constantinople. Also an important thing is that the Montenegrin Church's name was the "Orthodox Church of Montenegro", and in late 1918 its Holy Synod was bribed to adopt the decision of alleged "unification" with Serb-Orthodox Churches in Yugoslavia into a single Serbian Orthodox Church, as well as supporting the "unification" of Montenegro with Serbia."

 * --A.Molnar (talk) 07:37, 25 December 2009 (UTC)

 * Not only that section. History section is completly unsourced, and I believe full of propaganda, and really really hard to understand. It is clear to me that it was written by someone with a poor command of English language. Also many following sections are completely without sources and read more like excerpts from yellow press. I would rather blank whole article and leave just verifiable information than having it in this state. —Preceding unsigned comment added by RockyMM (talk • contribs) 15:02, 27 June 2010 (UTC)

Njeguši?
According to the article about Njeguši, there are 17 people in that village. But then there are a dozen settlements of the tribe of the same name, and according to the present page, at least 5 churches? – Kaihsu (talk) 18:05, 31 July 2014 (UTC)

Copyright problem removed
This article has been revised as part of a large-scale clean-up project of multiple article copyright infringement. (See the investigation subpage.) Prior content in this article duplicated one or more previously published sources. The material was copied from: https://web.archive.org/web/20061019062102/http://www.mitropolija.cg.yu/aktuelno/saopstenja/e000808.html. Copied or closely paraphrased material has been rewritten or removed and must not be restored, unless it is duly released under a compatible license. (For more information, please see "using copyrighted works from others" if you are not the copyright holder of this material, or "donating copyrighted materials" if you are.) For legal reasons, we cannot accept copyrighted text or images borrowed from other web sites or published material; such additions will be deleted. Contributors may use copyrighted publications as a source of information, and according to fair use may copy sentences and phrases, provided they are included in quotation marks and referenced properly. The material may also be rewritten, but only if it does not infringe on the copyright of the original or plagiarize from that source. Therefore such paraphrased portions must provide their source. Please see our guideline on non-free text for how to properly implement limited quotations of copyrighted text. Wikipedia takes copyright violations very seriously, and persistent violators will be blocked from editing. While we appreciate contributions, we must require all contributors to understand and comply with these policies. Thank you. Psychonaut (talk) 07:10, 15 October 2014 (UTC)

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Reorganized and added another infobox to differ the two to reduce seemly an bias in the current version of the page's infobox
When I visit this page last time, the infobox was already good as going for. But, when I seeing this again for a while now, this new version of the page's infobox may lean to not belong here, and possibly written in a more pro-Serbian nationalist point of view, if it's given away on the user's categories under the user's prime page. As given it's meant to be a internationally noncanonical Eastern Orthodox Church, not treated as only just the property of Montenegrin government, given what that user thinking when trying to 'cleaning' this part. And if this one is somehow special, comparing to the noncanonical (and independent) Eastern Orthodox Churches like Abkhazian Orthodox Church and the second Ukrainian Orthodox Church under the Kiev Patriarchy. Chad The Goatman (talk) 20:31, 6 September 2021 (UTC)

Description
Not sure why the term "canonically unrecognized" has repeatedly been removed from the article. That is precisely how the CPC is described in a myriad of reliable sources. A few examples:

It's good to see that the latest removal was reverted. I would encourage any editors who wish to remove the term "canonically unrecognized" to use the talk page and try to form a consensus. Amanuensis Balkanicus (talk) 18:16, 1 December 2021 (UTC)

21 percent
Last month, one user added the claim that 21% of Orthodox Christians in Montenegro are adherents of the CPC. The lead, citing the U.S. State Department, puts this figure at 10%. The source used to back up the 21% figure cites the Twitter comments of a Montenegrin pundit, who claims a survey was conducted in July 2021 that reported these results. In the meantime, this pundit's Twitter comments (rather than the actual survey) have been cited by news outlets. I for one have not been able to find such a survey. If anyone is able to find it, I would encourage them to provide it soon, otherwise this claim is liable to be removed for lack of verifiability. Amanuensis Balkanicus (talk) 18:18, 1 December 2021 (UTC)
 * Support per explanation. Theonewithreason (talk)  1 December 2021 (UTC)

title: Talk:Montenegrin Orthodox Church