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Mike Magda is a veteran automotive writer with credits in publications such as Racecar Engineering, Hot Rod, Engine Technology International, Motor Trend, Automobile, Automotive Testing Technology and Professional Motorsport World. He was the editor of four national automotive magazines, including Chevy High Performance, and he has authored hundreds of automotive technical briefings. In covering nearly every type of motorsport, Magda has collaborated with many of racing's top engine builders and factory engineers.


Recent advances in synthetic base-stock oils have led to thinner race and street oils that still provide exceptional bearing-oil thickness. Joe Gibbs Driven offers a number of formulas, including those specific to the LS engine and different types of racing.

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Redesigned roller shafts, a high-flow fan for the eddy brake and an undercarriage convenience LED light are the latest upgrades to the Dynocom 5000 Series chassis dyno. The Texas-based company also announced at SEMA the introduction an entry-level Dyno X model with a starting price of $10,995.

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The LSX-DR is the highest-flowing cylinder head available for the LS engine, and Ferrea Racing Components helps drag racers take advantage of that airflow with a titanium/stainless-steel valve package. Ferrea is touting its line of tool-steel retainers that are almost as light as titanium but cost less.

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JE Pistons is now offering its asymmetrical pistons for LS engines, and JE is also introducing a new line of multi-layer stainless-steel gaskets produced under strict manufacturing processes. JE will announce hundreds of new piston applications over the next in different categories.

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The Brad Penn line of Penn Grade 1 High Performance oils has two new viscosity blends: 5W-30 for classic engines and crate motors and SAE 60 for racing applications.

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With modified LS engines, the lockup function on some torque converters in the 6L80E transmission won’t hold. The problem is so bad, that some tuners tell customers to turn off the lockup function. TCI’s new torque converter for the 6L80E solves that problem with a new design and tougher friction materials.

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FAST pioneered the DIY carb-to-EFI conversion with the original EZ-EFI system. Now, the second-generation model is out with twice as many injectors and a host of features that add performance without complicating the installation. And it even has racing stripes!

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When even a thousand-dollar radiator and fan setup won’t keep an engine cool, cars owners should consider removing heat from the engine oil. Derale says certain applications like street rods and small race cars need help in evacuating heat from the engine bay, and cooling the oil is prudent choice.

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Canton’s expanded line of oil pans for the LS engine even includes an application for Nissan owners who drift with Chevy V8 power. In other news from SEMA, Canton introduced billet water necks to help owners with engine swaps.

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Dart Machinery is introducing a new cylinder block at SEMA that fuses traditional Chevy small-block toughness with late-model LS performance capability. Called the LS Next, the cast-iron block features a redesigned bottom end and improved oiling while still supporting LS performance cylinder heads.

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We will be covering the introduction of the new Gen V Chevy small-block from Detroit. The press conference starts at 8:30 am (EDT) Wednesday, October 24. Check back often during the day to get the latest update on the engine that will power the new Corvette and GM trucks next year.

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Derek Smith has been collecting parts and building engines for almost 35 years, and now the veteran drag racer is closing up his engine shop. He’s listed his entire inventory of classic musclecar engine parts on eBay for bargain price of $165,000.

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Much speculation has been been generated by the pending arrival of the fifth-generation small-block from General Motors. EngineLabs editor Mike Magda sorts through the rumors, facts and possibilities and handicaps the likelihood of certain technologies that appear in the new Gen V small-block.

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