The 6.2L Liter V8 engine is identified as RPO LSA.

A billet steel 1 piece camshaft is supported by 5 bearings pressed into the engine block. The camshaft timing chain sprocket is mounted to the front of the camshaft and is driven by the crankshaft sprocket through the camshaft timing chain. The camshaft position (CMP) sensor lobes are incorporated into the front face of the camshaft sprocket with the CMP sensor mounted to the engine front cover. A timing chain tensioner is mounted to the front of the engine block above the crankshaft sprocket. The externally splined crankshaft sprocket is positioned to the crankshaft by a key and keyway. The crankshaft sprocket external splines drive the gerotor type oil pump drive gear. A retaining plate mounted to the front of the engine block maintains camshaft location.

The precision-balanced crankshaft is forged steel and is supported by 5 crankshaft bearings. The bearings are retained by forged steel crankshaft bearing caps, which are machined with the engine block for proper alignment and clearance. The crankshaft journals are undercut and rolled. The center main journal is the thrust journal. A crankshaft position (CKP) reluctor ring is press-fit mounted at the rear of the crankshaft. The reluctor ring is not serviceable separately.

The cylinder heads are cast aluminum and include pressed-in-place powdered metal valve guides, 55 mm (2.19 in) diameter solid intake valves, 40.4 mm (1.59 in) diameter solid exhaust valves, and 66.85 cubic centimeter combustion chambers. Passages for the engine coolant air bleed system are at the front of each cylinder head. The valve rocker arm covers are retained to the cylinder heads by 4 center mounted rocker arm cover bolts.

The engine block is a cam-in-block deep skirt 90 degree V configuration with 5 forged steel crankshaft bearing caps. The engine block is cast aluminum with press-in-place cast iron cylinder liners. The 5 crankshaft bearing caps each have 4 vertical M10 and 2 horizontal M8 mounting bolts. The camshaft is supported by 5 press-in-place camshaft bearings. Eight piston cooling oil nozzle assemblies are mounted between each of the opposing cylinders. The oil nozzles spray oil up the cylinder bore directing oil to the bottom of the pistons.

The exhaust manifolds are a 1 piece cast iron design. The exhaust manifolds direct exhaust gasses from the combustion chambers to the exhaust system. Each manifold also has an externally mounted heat shield that is retained by bolts.

Refer to Supercharger Description and Operation.

The structural rear-sump oil pan is cast aluminum. Incorporated into the design is the oil filter mounting boss, oil level sensor, and drain plug opening. An external oil cooler assembly is mounted directly to the left side of the oil pan. The alignment of the structural oil pan to the rear of the engine block and transmission housing is critical.

The pistons are cast aluminum. The pistons use 2 compression rings and 1 oil control ring assembly. The piston is a low friction, lightweight design with a flat or recessed top and barrel shaped skirt. The piston pins are chromium steel and are a full-floating design. The connecting rods are powdered metal. The connecting rods are fractured at the connecting rod journal and then machined for the proper clearance. All applications use a piston with a graphite coated skirt. The piston/pin and connecting rod may be serviced as individual components.

The valve rocker arm covers are cast aluminum and use a pre-molded silicon gasket for sealing. The ignition coils mount directly to the covers with no mounting bracket. Incorporated into the covers are the positive crankcase ventilation (PCV) system fresh air passages. The right rocker arm cover also includes the oil fill tube and cap.

Motion is transmitted from the camshaft, through the hydraulic roller valve lifters and tubular pushrods, to the roller type rocker arms. The nylon valve lifter guides position and retain the valve lifters. The valve rocker arms for each bank of cylinders are mounted on pedestals or pivot supports. Each rocker arm is retained on the pivot support and cylinder head by a bolt. Valve lash is net build. The intake rocker arms are of an off-set design.