What is ls2

Porting and polishing either of these cylinder heads will result in ridiculous amounts of horsepower. One of the main differences between the LS1 and the LS2 is in the intake manifold. The LS2 intake is slightly better than the LS1 intake. How is it better? The LS2 intake has a larger opening and larger intake runners. The LS1 intake is designed for a 5. The later model LS1 came with an LS2 intake, which improved horsepower. Torque remains virtually unchanged.

The LS6 intake, which is essentially a revised version of the LS2 intake typically makes about 4 horsepower more than the LS2 intake. Chances are you first heard about the LS1 engine, and learned about the rest of the LS family over time. Why is it that most of us hear about the LS1 before any other LS? Why is it the most popular?

Well, it was the first of the LS family. When Chevy launched the LS family it was a major game changer in the automotive world. It became the new base Corvette engine, as well as being an optional engine for the Pontiac GTO. Because of this, the LS2 was also produced in smaller numbers. This makes it hard to find one and also makes it more expensive. You can get an LM7 out of a Tahoe which is basically just a 5.

Basically, the LS2 is always going to be more expensive to buy than an LS1. All performance signs point to the fact that the LS2 makes more power. You would think the LS2 is the obvious winner here. But, is it really worth the premium price over the LS1? Hell, if I was to build an LS I would start with an aluminum 5. This means that the LS3 is much more abundant than the LS2. So yes, the LS2 is cheaper, but not by a huge amount. Honestly, for how much better the LS3 is I would personally just save up for a little longer and go with an LS3 instead.

Bottom line is you can beat the snot out of an LS2 for 72 hours, and it makes more HP, more TQ, less crankcase pressure and less blowby as the test proceeds. You can literally compare run data from 1 hour into test against data 2 hours into the test and see an improvement.

Likewise between hour 72 and hour LS2 is far superior based on my direct experience testing both. LS7, yes, but not LS3. Dyno speaks for itself? Explain please. Indeed, these newer motors have their advantages that make them worth the extra cash. First of all, a common arguement against the LS2 or LS3 vs the LS1 or LM7 is that, with the extra cash you have, you can modify the cheaper motors to be better. This may be true. But there are caveats. One if having a nice, wide power curve with lots of torque.

Simply put, the greater displacement of these newer LS motors puts them ahead of the older motors. When modified to try to make up for the difference, the older motors will ALWAYS be peakier, burn more gas, possibly have problems passing emissions testing, and likely be less reliable. Another factor to consider is heads. But with its 4 inch bores, the LS2 can also benefit from LS3 heads.

Neither the LS1 nor the LM7 can. Smog is another consideration. And almost ALL have air injection. This makes engine swaps both more complicated and less clean looking under the hood, at least if you are trying to be emissions compliant.

It also introduces more failure points. Simply put, less smog gear is better. This means that motors were likely better taken care of.

Combined with the fact that these motors are newer, you are MUCH less likely to end up with a motor that has issues. It is good to hear the ls2 is better than ls3 for the sake of just hp..! The L99 version is equipped with GM's fuel-saving Active Fuel Management cylinder deactivation system and is standard on Camaro SS models equipped with an automatic transmission. The LS4 has an aluminum block and unique, low-profile front-end accessory system, including a "flattened" water pump, to accommodate the transverse mounting position within the Impala and Grand Prix.

It is rated at horsepower and lb-ft of torque. LS7 A legend in its own time. The LS7 is the standard engine in the Corvette Z06 and its 7. Competition-proven heads and lightweight components, such as titanium rods and intake valves, make the LS7 a street-tuned racing engine, with horsepower.

It is rated at an astonishing horsepower. The LS9 uses the strengthened 6. Like the LS7, it uses a dry-sump oiling system. It is the ultimate production LS engine. It is built with several differences, when compared to the LS9, including hypereutectic pistons vs. The LSA also has a different charge-cooler design on top of the supercharger. Horsepower is rated at in the super-quick Caddy. Although performance car engines have typically carried "LS" designations, truck engines built on this platform have been dubbed Vortec.

In the beginning, they were generally distinguished by iron cylinder blocks and were offered in smaller displacements than car engines. Interestingly, a 5. Later versions equipped for Active Fuel Management.

Manufactured with iron and aluminum cylinder blocks. Non-production cylinder blocks C5R: Developed for the factory-backed Corvette racing program, the C5R cylinder block has been manufactured in comparatively small quantities since They are manufactured with a unique aluminum alloy for greater strength and undergo a variety of specialized machining and inspection processes, including "hipping" to increase strength and X-raying that ensures against unacceptable porosity.

A Siamese bore design with 4. The C5R uses billet steel main caps with premium, fasteners. Racing-quality head studs are also included. All LS series heads will work with the C5R block, but maximum performance depends on maximum airflow.

LSX Bowtie Block standard and tall-deck : Introduced in , the LSX Bowtie Block is a durable and affordable cast iron casting that was designed to support extreme high-performance combinations, including provisions for six-bolts-per-cylinder head fastening. It has a Siamese bore design with 3. Maximum stroke can reach 4. Standard versions feature decks 0.