LS as a pushrod motor which was a controversial choice at the time. It was seen as an old-fashioned, low-tech decision that could not compete with the higher technology dual overhead cam (DOHC) designs that Ford had adopted. However, GM's decisions were justified by the LS engines' unprecedented success. Their choice kept the cost of the engines low, allowing them to be installed in a large variety of vehicles. The cam-in-block strategy kept the motor's external size smaller than a DOHC design, while still allowing 7.0L (427ci) displacements in stock form. Finally, well engineered cylinder heads and intake manifolds can allow high airflow in an LS engine. The combination of desirable attributes, low cost, and availability has earned LS motors a cult like following among engine swap hobbyists where slogans like "LS Swap the World" are echoed. Grassroots racers are now chasing stock bottom end (SBE) records pushing factory hardware in-excess of 1500 hp, and running 7 second 1/4 miles at 170+ with even the smallest (4.8L) displacements. Much of the credit for this engine family must go to Ed Koerner, GM's Powertrain vice president of engineering operations at the time. He was a V8 design veteran and former National Hot Rod Association (NHRA) record holder in drag racing. Koerner had been the Chief Engineer for all the existing GM small-block V8 engines and was put in charge of the "all-new" Gen III LS1 V8 development project, which would share no parts with previous engines. Design team members included Alan Hayman, Jim Mazzola, Ron Sperry, Bill Compton, Brian Kaminski, Jon Lewis, Stan Turek, Don Weiderhold, and Dave Wandel. Generation III (1997–2007) The GM Generation I and Generation II (LT) 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 1995 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/GMC Extended Cab Standard Box 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