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A word of warning is in order here with regards to cam timing on the little 4.8L.The 4.8L does not need much cam timing to be a serious performer, so resist the temptation to go too big with a cam.With 400 lb-ft of torque on tap, stock GTOs routinely rip off low-13-second e.t.’s while simultaneously providing one of the most balanced ride-and-handling packages ever offered by a domestic manufacturer. Because there is no such thing as too much horsepower.LS2 owners looking for more are doing exactly what many original GTO owners did: replace the cam and exhaust system with the best the aftermarket has to offer.Since the 4.8L and 5.3L share the same piston compression height, the difference in stroke was made up with the use of a longer connecting rod in the 4.8L (6.275 vs. Enthusiasts are quick to point out the rpm potential of the short-stroke LS, a feature we plan on exploiting in the not-to-distant future.For now, we need to concentrate on getting more power out of the little 4.8L, and what better way than with a cam and head upgrade?In part 1 of the Mini Mouse series, we treated the 4.8L to mild Crane cam followed by a pair of carbureted intake manifolds.For this round, we decided to stick with fuel injection, get more aggressive on the cam timing, and top things off with a head swap.

General Manager Tom Cress and Project Director Jason Haines are just two of the many people still very much involved in cranking out powerful LPE street and race engines.

HP103: For the rider who really wants the most top end horsepower.

Easily make 100 horses from a stock engine with S&S intake and exhaust.

We decided that this little engine deserved a little attention-along with a couple of camshafts, some ported cylinder heads, and an intake or two all under the careful attention of the guys at Lingenfelter Performance Engineering (LPE).

It should be common knowledge that our friend John Lingenfelter passed away in December of 2003.

fans, we’re back with another installment of Mini Mouse.

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