SEMA 2025: XR10 Motorsports Reinvents the LS V10

The LS platform has always been open territory for experimentation, spawning everything from inline-fours to V12s. GM even explored the idea of a torquey LS-based V10 for heavy-duty truck use, though the project stalled in the concept phase. XR10 Motorsports revived that dream but with far more ambitious goals by turning the original iron-block utility concept into an all-aluminum, big-inch, naturally aspirated LS V10 built for serious performance.

XR10 didn’t appear out of nowhere at this year’s SEMA Show. The company has been teasing and refining its 10-cylinder design on social media for over a year, with founder Shawn Gartrell steadily pushing output into truly exotic territory. By the time SEMA rolled around, their pump-gas V10 was producing more than 1,000 horsepower without a single turbo or blower in sight.

GM’s Original V10 Roots

Before XR10 Motorsports reshaped the idea, GM’s internal concept had a far different mission. In the mid-1990s, the company considered a heavy-duty gas V10 to replace aging big-block truck engines and compete with Ford and Dodge. The idea lingered until the LS era, when GM built several Gen IV–based prototype engines to test viability. Their concept V10 was essentially a stretched version of the 6.0-liter LY6. It shared L92-style heads, a 4.000 x 3.622-inch bore and stroke, and the same low-octane-friendly compression ratio. Displacement came in at 7.5 liters, placing it just in the same displacement class of the classic 7.4-liter big block.

XR10’s Reinvented Aluminum LS V10

XR10 Motorsports treated the factory idea as a starting point rather than a template. Their block keeps the LS architecture but transitions to aluminum with reinforced webbing, a tall 9.72-inch deck, thick and extended sleeves, ¾-inch deck surfaces, and 6-bolt head provisions. A 0.388-inch raised cam tunnel further strengthens the package. The result is a block lighter than GM’s iron version yet engineered to hold massive power, whether naturally aspirated or boosted.

Airflow is handled by LS7-inspired cylinder heads casting more than 400 cfm. XR10 designed them to accept off-the-shelf valvetrain hardware like rocker arms, valves, and springs, making maintenance and replacement parts straightforward. A dual-plenum intake and twin 90mm throttle bodies feed the 10 hungry cylinders.

Despite the added length of about 4.400 inches beyond a standard LS (same as the bore spacing, not surprisingly) and a taller deck height, XR10 kept the front and rear architecture familiar so common LS accessories and transmissions still bolt up. Even with the added cylinders, the engine weighs only 438 pounds thanks to its all-aluminum construction.

Four Digits of Naturally Aspirated Fury

The test engine mirrors LS7 dimensions with a 4.125-inch bore and 4.000-inch stroke. Combined with a custom hydraulic roller camshaft and pump-gas-safe 12.5:1 compression, the result is staggering: 1,003 horsepower at 8,000 rpm and 756 lb-ft of torque at 6,300 rpm — all without forced induction.

And this is only the beginning. XR10’s platform allows up to a 4.185-inch bore and even longer stroke options, opening the door to displacements exceeding 600 cubic inches. Pricing isn’t public yet, but with the performance, sound, and uniqueness on offer, it’s clear this V10 will command serious attention the moment orders go live.