We are taking a short break for the Christmas & New Year holidays.
We will be closed from the 19th of December until the 19th Of January. 

All Orders placed over the Christmas holidays will be despatched upon return.

We appreciate the continued support of our customers throughout 2025 & look forward to a huge 2026!

Have a happy & safe holidays.

#TEAMLSX

In an effort to mitigate any delays or frustrations, until this is rectified we will not be accepting international orders until further notice. The international shipping option has also been turned off at checkout temporarily.
If you are an international customer looking to purchase an item, please contact us prior to purchase and we will direct you to a local stockist in your country.

We will update once this issue has been rectified and we are confident that international shipping can once again be streamlined.

Regards,

TEAM LSX

What's new? 

Their release features a range of high quality valve spring sets & valve spring kits featuring options in both .625" lift beehive single & .650" lift dual spring kits. 

These are stocked item that is available in springs sets to utilize your own locks, retainers etc AND kits which feature a high quality lightweight steel retainer, locks & new valve seals.

Whether it is for a stock freshen up, a street cruiser or race application Melling has you covered!

Check out some of the options below.

Melling Single LS Valve Spring Kit:
Melling Valve Spring Kit | .625" Lift - LSX Performance Parts

Melling Dual LS Valve Spring Kit:
Melling Dual Valve Spring Kit | .650" Lift - LSX Performance Parts

Melling OEM Replacement Spring Set:
Melling Standard LS Valve Spring Set | .550" Lift - LSX Performance Parts

Want to know more about Melling's new range? Get in touch with us today!

Regular customers may have already spoken with some new names / faces which will increase over the next few weeks as the team continues to grow.
In an effort to continually improve we have taken on new reception & sales assistants to help manage the increased call volume we receive along with new workshop staff who will be jumping on board at the new location. 

We are also still hiring so if you are seeking an exciting new employment opportunity check out the link below.
Some of the opportunities still available are:

• Sales Assistant / Tech Support
• Fully Qualified Mechanic
• Apprentice Mechanic (Must be driven & highly motivated)
• Engine Assembler
• Warehouse / Storeman (Must have forklift licence)

For all of our loyal existing customers and our new customers please feel free to introduce yourself to the team. 

We appreciate the patience working with the team throughout this phase.

Our LSX Stroker Kits are packaged to suit each engine however the kits offer a very diverse range depending on brand, horsepower ratings etc.

In majority of scenarios our most popular kits are split into two very different applications which is either N/A (naturally aspirated) or boosted (targeting around 850hp for a streetcar). These kits are typically made up of similar Crankshafts & Conrods with the difference being the Pistons which will determine the compression ratio for the engine depending on the application.

In all of our kits we treat our "Entry Level" as items with a horsepower rating of 1,000hp. Although 1,000hp is hardly "Entry Level" this rating filters out the cheaper/sub-par quality kits that we would not use, nor would we recommend!
This means that our "Entry Level" features the most premium brands on the market which includes household names such as Callies, K1 Technologies, Manley & Lunati while our pistons are a range of Carillo from their CP Bullet Range which all feature a minimum 1,200hp rating!

Which Kit Offers Best Value For Money?

The best way to answer this is to break it down into categories.

Naturally Aspirated:
We find the best value for money combination when it comes to N/A engines is combining the following:

Crankshaft: K1 or Lunati Crankshafts
These both are manufactured from Forged 4340 Steel, featuring 6 counterweights & 1,000hp rating!
This will suit majority of N/A engine applications as they will handle high RPM & exceed the horsepower capabilities of majority of N/A Engines.
These two options are the most affordably priced with this HP rating!

Conrods: Callies Compstar or Manley H Beam Conrods
These are both considered two of the most underrated Conrod options on the market due to their understated horsepower rating & value for money.
Both options are manufactured from Forged 4340 Steel using a H Beam design & feature ARP 2000 series conrod bolts as a standard.

Pistons: Carillo CP Bullet Flat Top Pistons
For majority of N/A Pump fuel applications the Flat Top piston option is the way to go. This will provide the compression ratio that will suit Pump Fuel (98 or similar) and are available in a range of bore sizes depending on your block. 
These come as a standard forged from 2618 alloy & feature a specific CP Ring Pack, high quality wrist pins & locks. 
All CP Bullet pistons have valve reliefs which allows for much bigger lift camshafts without the Piston To Valve Clearance issues.
For higher compression applications such as ethanol or race fuel engines, we also offer a range of Dome Top Pistons!

Forced Induction/Boosted:
We find the best value for money combination when it comes to boosted engines targeting up to 1,000rwhp is combining the following:

Crankshaft: Callies CCW 8 Counterweight Crank
This crankshaft is possibly the best value for money crankshaft on the market in terms of dollar per HP capability.
This is a proven 1,500+hp capable crank due to its high quality Forged 4340 Steel material and the addition of the 8-counterweight design which makes it extremely rigid & capable!

Conrods: Callies Compstar or Wiseco Boostline
The Callies Compstar once again gets a mention for being as above. the most underrated Conrod option on the market due to their understated horsepower rating & value for money. Although they do not advertise it there is no shortage of 1,000+hp engines running these.
In the interest of over-engineering a nice step up from this conrod in terms of HP rating is the Wiseco Boostline.
These feature a unique A Beam design which makes them extremely rigid and capable of up to 1,800hp. Although these conrods are known to be quite heavy they definitely produce some serious numbers!

Pistons: Carillo CP Bullet Dish Top Pistons
In boosted applications there is a much wider range of selections for pistons depending on desired compression ratio.
This is usually based off the following among other factors:
Power Adder: either Turbo, Supercharged or Nitrous
Fuel Type: Pump Fuel, E85/ Flex Fuel or Race Fuel

As a general rule an engine on 98 will run slightly less compression than an ethanol fuel due to combustibility.
Also, an engine running a positive displacement supercharger will run slightly higher compression than a turbo engine depending on the sizes etc.
When selecting pistons our listings will provide a Comp Ratio depending on the cylinder head combustion chamber volume etc.
To simplify it, the bigger the dish, the lower the compression.

By following this guide, you will be able put together the combo in our range that best suits your planned horsepower and build.

As always, if you want help selecting the best combo for you, get in touch with our team and we can put a kit together for you.

This service is developed based off rebuilding your existing engine, but what exactly does that mean?

A lot of mechanics / workshops will through the words Reco or Reconditioned Engine around without really explaining exactly what they are doing to your engine. There are many ways to Reco an engine but only one way is correct.... The Right Way.

Our LSX Reconditioned Engine Service provides a complete overhaul of your existing with the choice of either:

1. Standard Reconditioned.

OR

2. Reconditioned With Upgrades.

Sounds pretty simple right? That's because that is how we intended it.

Here is a break-down of what we provide with our Standard Reconditioned Engine.

All reconditioned engines are completely pulled down to a bare block & go through a series of inspections, measurements & checks to ensure the block is suitable for rebuild. (In majority of cases unless the engine has had a failure most engines are suitable for a rebuild.)

The block then undergoes a complete machining process which includes:

Honing: The cylinder bores are honed to remove any wear, damage or imperfections to the bore. 
A torque plate is bolted to the block as it simulates bolting a cylinder head to the engine during the machining process to ensure the cylinder bores are properly round and true. Although this is typically done for our performance & race engines, our reconditioned engines receive the exact same treatment throughout the build process.

This entire process is done in a CNC machine which ensures all 8-cylinder bores are the exact same diameter down to the .0001" of an Inch.

Milling The Deck: The blocks deck is the surface where the cylinder heads bolt down to. This surface needs to be 100% square to ensure the cylinder & head gasket seal when torqued down. This avoids leaking of cylinder pressure which results in a list of potential issues.
When the blocks are 'Decked' they are ran through a CNC Milling Machine that mills both block deck surfaces evenly to ensure an even Deck Height.

Align Hone: All blocks are align honed. This is when a machine runs through the Main Tunnel (Where the crankshaft sits in) and ensures the clearance of all main caps are completely even. This paired with linishing the crankshaft (See below) ensures that each journal clearance is accurate & uniform down to the .0001" of an Inch. 

Engine Balancing: Since every reconditioned engine receives a new set of Pistons, Piston Rings, Wrist Pins & Bearings each engine is required to be balanced. This process is done using the latest state of the art balancing machine to ensure each cylinder's piston/rod etc combination is evenly matched in weight with their respective counterweight. This ensures no unnecessary engine vibrations or harmonics issues.

Cylinder Head Reconditioning: Each engines Cylinder Heads are fully reconditioned. These go through a process of the following:
Milled Cylinder Head Decks, as above with the block decks the head surfaces are milled to ensure a completely flat / square mating surface.
Combustion Chambers: the combustion chambers are cleaned from any carbon build up, fully inspected for any issues with the valve seats, valve guides.
The Valves & Valve seats are then re-ground, and the valves are re-seated.
Each Cylinder Head is crack & pressure tested prior to completion. 

Engine Internals: 
Each reconditioned engine receives a full house of new replacement parts.

Pistons: Each engine receives a complete set of OEM quality pistons & Piston Rings. Each set is suited to the required bore size determined throughout the honing process & each set of rings are filed to the required ring end gap clearance.

Engine Gaskets: Each Engine receives a complete new OEM quality Engine Gasket & O Ring Kit from top to bottom. 

Lifters & Valvetrain: Each Engine receives brand new GM LS7 Lifters & GM Lifter Guides, new timing components, oil pump, valve springs, pushrods, etc. All Torque To Yield bolts are replaced with new OEM fasteners.

Our Reconditioned Engine With Upgrades goes one step further again. This package provides one of our Performance Billet Camshafts (we work with you to determine selection based off requirements), PAC Racing Valve Spring Kit, Chromoly Pushrods, Billet Timing Chain Kit, High Volume Oil Pump along with optional extras such as Bronze Bushed Rocker Trunnion Kit & CNC Porting of the Cylinder Heads.

All of our reconditioned builds come with a complete 12-month warranty & are provided with install/first start up information for your mechanic to follow. 

By following the process above we are able to ensure a guaranteed no issues engine reconditioning program to breathe new life into your old or tired LS engine. Want to know more? Check out the range. Engine Packages - Reconditioned Engine Service - LSX Performance Parts

We will be closed from 12pm December 20th until January 13th.

Our Final Shipping Day for 2024 is Thursday 19th December.
All stocked items ordered before the 19th will ship out Pre Christmas. All orders placed over the break will be processed upon return.

We appreciate everyone's continued support throughout the year & hope everyone has a safe and happy Christmas break.

We get asked on a daily basis which is the best cam in their range & reality is that answer varies between each person & their application. As you will see on the graph the VCM range has a number of larger spec camshafts however they each have very different characteristics, but what does it all mean & what is the difference?
Basically, the easiest way to work this out is to simply compare the options.

Note: If you are looking for something to suit a stock stall converter or something that doesn't attract attention then this is not the article for you!

Let's start with one of the early VCM originals.

VCM 710 Camshaft:

This is one of their most popular camshaft grinds by far.
Almost every Cam manufacturer has made a version of a 232/234 duration camshaft for an LS for a reason.
It simply works.
The VCM 710 camshaft is a great all-rounder cam that gives you exactly what you would want from a cam upgrade.
Lumpy Idle (VCM rate the idle at 9 out of 10), solid mid-range that carries up into the top end. This camshaft unlike its VCM 7 predecessor doesn't sacrifice a great deal down low however it does like an upgraded diff ratio in manual applications.
This cam is an excellent choice for engines using a cathedral port head such as an LS1 or LS2 engine as the close duration split & tight lobe separation angle responds really well to this.
This grind also responds really well to CNC Ported Heads for not only the increased flow but the increased compression!

Next up,

VCM 713 Camshaft:

This is quite a bit of a jump in terms of camshaft size. This cam as you can see by the graph is larger all around in terms of duration, valve lift & even the operating range.
Although this camshaft tends to make more horsepower & torque in the upper rpm range this does come at a sacrifice in the lower rpm range as it shifts the power & torque to come in a little later by on average 600rpm!
They rate the idle on this camshaft at 9 out of 10 also however very different in terms of the actual sound and chop it produces. A slower lumpier idle compared to the 710s faster overlapping angry chop.

We have had a tonne of success running this camshaft in cars that are street cars that want to also hit the track or simply like to take a beating in the upper rpm range.

This cam is great in rectangle port cylinder head engines like the L98, L77/L76 & even LS3.
CNC Porting of the heads on these engines is not exactly necessary however it does offer a nice gain on top of an already well performing camshaft.

VCM 122 Camshaft:

This cam is one of their more recent camshaft profiles and has already proven to be a stout all round performer.
As you can see by the graph this camshaft comes on earlier than the VCM 713 & makes power much further than both the VCM 710 & VCM 713. What does this mean? When comparing two identical engines with the camshaft being the only difference, this results in a combo that makes more power earlier in the RPM range that carries right through until the top-end which results in a faster car. We've tested this & found a solid 10kw gain throughout the range & a final 15rwkw overall gain over the 710 on the same engine! 

VCM rates the idle at a hefty 9.5 out of 10 which could be a touch understated in our opinion. 

This camshaft has proven to work extremely well in pretty much all LS variants.
LS1 & LS2 Engines respond extremely well as they like a revvy/ snappy type camshaft that generates its torque early & allows the engine to really stretch its legs. CNC Porting on these with this cam offers huge gains in both HP & Torque!
The rectangle port L98, L77/L76 & LS3 engines really come alive with this grind as they already produce a lot of down low torque, so this cam compliments them across the board. CNC porting also responds well as it benefits the upper RPM range but also the cam profile allows the heads to be decked to increase compression which helps the downlow & midrange even further!

This is by far one of our favorites!

VCM 13 Camshaft:

Finally, the largest & the oldest cam profile in their range. The VCM 13 is by far the most notable VCM original.

This camshaft as just nasty! They rate the idle a solid 10 out of 10 & that is no understatement. It is an angry midrange to top-end camshaft designed to maximize the engine combo & produce numbers.
This camshaft comes in the latest in their RPM range with an operating range of 4,500 - 7,200+. This one definitely needs a diff ratio upgrade & a large converter in auto applications. Due to this it gets their lowest rating in fuel economy but despite not being intended as a daily driver it definitely has its place. If you are wanting something that will come alive in the top end with no regard for how it drives in traffic this one should be considered. 
It is strongly recommended to combine CNC Ported heads in LS1 & LS2 applications to increase compression, bring on the torque earlier which results in a hard-hitting torque curve once this grind brings the power on!

Rectangle port engines will also respond well with CNC Porting however this cam will not leave much piston to valve clearance if the heads are decked so that needs to be kept in mind!

If you want all out power. This is the option for you.

Out of all of the above options it really is hard to say which camshaft is best however we find the most popular option for the customers wanting that grind that ticks all of the boxes the VCM 122 tends to be the winning choice. Offering a lumpy idle with decent street manners & an operating range that is extremely wide delivers a guaranteed happy customer with a pretty solid street car! 

If you are looking for a camshaft upgrade for your LS engine, definitely check out our VCM Camshaft Range.

Camshaft Packages - LSX Performance Parts

If you are unsure what will work best for you, get in touch & our LS experts will help you decide.

Camshafts all have their own unique characteristics just like each owner has their own unique purposes for the car which needs to be factored into the selection. Majority of times customers just want the nicest idle or the biggest cam they can use before needing a converter but bigger isn't always better. 
We have seen many cars with incorrect cam combos for their car & the "tuning" or detuning it takes to simply prevent that car from stalling when it goes into gear let alone the constant pushing on the brakes at the lights among other issues simply results in a poor performing car & an unhappy driver!

Reality is selecting the perfect grind for your application is more crucial than anything & with the constant development in camshaft technology by the industry leaders, the "best" cam of 3 years ago may not be the best option available today.

Over the years we have tried & tested all of the major brands however it is no secret that we have closely developed our engine development around Texas Speed & Performance Cams with tremendous success. This is mostly due to their constant ongoing product development to further improve on their range & the proof is in the results.

A Camshaft we use extremely regularly is the Texas Speed LS3 Stage 1 camshaft. 
This cam is designed specifically for stock stall converter applications in all 6.0 & 6.2 engines using a 6-speed auto transmission. 

This camshaft produces a nice lumpy idle while retaining fantastic street manners! 
Due to its maximum streetability it is also popular with people running a manual gearbox that want a really nice driver with great response throughout the rev range.

The added benefit of this camshaft is it does not require upgrading diff gears as the Torque Range is from 1,600-6,800. This results in not only a punchy downlow & midrange BUT in comparison to similar grinds that bring the power on later in the range this makes the car much faster down low! 

Check Out The Camshaft Specs:

From recent testing & customer results we are seeing returns of 330+rwkw for cars fitted with this camshaft combined with a good exhaust & intake along with gains of an additional 20+rwkw with the inclusion of CNC Porting which is really impressive!

Also, for people using their cars for heavy towing such as boats, caravans etc we are seeing great manners on the highway and when tuned correctly great economy which is an added bonus.

Aside from all of the above this camshaft has been proven to be a solid all-rounder.

Due to the valve lift we strongly recommend running with a dual valve spring kit. We offer this camshaft either by itself or in a package which will include Springs, Pushrods & Cam Bolts.

Check out the camshaft here.

Texas Speed LS3 Stage 1 Camshaft - LSX Performance Parts

OR 

Check out the camshaft package here.

Texas Speed LS3 Stage 1 Camshaft Package - LSX Performance Parts

Want to have a chat about your next camshaft? Give us a call.

As we all know the new Ford Raptor is already extremely powerful compared to all other 4x4's producing 292kw!
Despite being mighty in its own right, the common feedback is that the exhaust note leaves a lot to be desired.
The people have asked & the team at Manta have once again delivered. Their new range of Ford Ranger Raptor exhaust systems are designed not only to increase flow & make more horsepower but to enhance the note of these cars!

The new range delivers a significantly deeper tone without creating the louder barkier tone that competitor products are producing. The New Raptor V6 systems are available in a range of configurations depending on your application.

The new system options include:

✅ Twin 3" Inch Turbo Back System with Hi-Flow Catalytic Converters

✅ Twin 3" Inch Cat-Back System with Bimodal Integration

✅ 3" Inch Turbo Back Dump Pipe & High Flow Catalytic Converters

The addition of a Bi Modal function provides complete control over the exhaust volume allowing the user to fully open or close the pipes without sacrificing any flow! These systems are designed to allow vehicle performance and sound customization, aligning perfectly with diverse driving preferences. Each option is supported by Manta's 10-year warranty, ensuring long-term satisfaction and reliability. Want to get your hands on the new range? Get In Touch for a quote! Looking to get your new Raptor exhaust fitted? Contact Us to book in at our new installation centre!