LS2 heads interchangeable?
TECH Apprentice
Joined: Jan 2002
Posts: 356
Likes: 0
From: Texas
So, the most recent rumors on the LS2 heads is that the bolt locations are identicle to the LS1/LS6 heads. The heads are reported to be heavily based in the LS6 style with improvements over the LS6 as well. Due to the larger bore of the LS2 6.0L motor and the mention in the press release of combustion chamber changes to the heads, it may be worth while to check clearances before getting carried away on swaps.
As for the posts about a 3 valve motor, it is only rumored at this time. GM has released many technical articles and some pictures of a test mule, but there is no verifiable information that a 3 valve motor is coming for the Z06 at this time. The current information points to a 6.4L LS7 for the Z06 with 3 valve heads.
And for the OHC or DOHC people bashing GM, get real!!! The overhead cam was invented BEFORE the pushrod engine, so get the low tech crap out of your posts and at least attempt to be educated in your responses. The new Gen 4 motors represent the most effecient packaging of the power levels developed by any manufacturer. The LS2 is now 15lbs lighter in complete package over the LS1 it replaces and this includes the DOD casting requirements in the engine valley area. While 15lbs may not seem like a lot to most, powertrain engineering requires that all aspects be evaluated. Ford looses this debate immediately due to packaging ineffeciency. The modular triton motors don't make the power of the GM powerplants and they are MUCH larger in physical size and weight.
Todd
As for the posts about a 3 valve motor, it is only rumored at this time. GM has released many technical articles and some pictures of a test mule, but there is no verifiable information that a 3 valve motor is coming for the Z06 at this time. The current information points to a 6.4L LS7 for the Z06 with 3 valve heads.
And for the OHC or DOHC people bashing GM, get real!!! The overhead cam was invented BEFORE the pushrod engine, so get the low tech crap out of your posts and at least attempt to be educated in your responses. The new Gen 4 motors represent the most effecient packaging of the power levels developed by any manufacturer. The LS2 is now 15lbs lighter in complete package over the LS1 it replaces and this includes the DOD casting requirements in the engine valley area. While 15lbs may not seem like a lot to most, powertrain engineering requires that all aspects be evaluated. Ford looses this debate immediately due to packaging ineffeciency. The modular triton motors don't make the power of the GM powerplants and they are MUCH larger in physical size and weight.
Todd
Teching In
Joined: Mar 2004
Posts: 18
Likes: 0
From: mocksville North Carlonia
the new head desinge should be wonderful it should allow us to flow more air than we can with a single intake valve and maintain a good combustion and from everything i've read it should bolt to ls1\ls6 because there have been only minor changes to the basic block design rember the only reason this is being called the gen 4 is the changes in electronic and minor block changes if we did that with every minor change in technology there would be thirity generations of small block chevys not 3 with the ls engine family be the first major change in the architure of the small block chevy in fifty years or so
6600 rpm clutch dump of death Administrator
Joined: Dec 2001
Posts: 4,983
Likes: 13
From: Texas
A couple of facts.
DoD will not be in the Corvette because of resonance issues. It will be on trucks.
The 3V head is not a Corvette head, but rather a truck head.
There are already published info by GM on what is and isn't in these motors. Rather than speculate, you might want to look in the C6 section of Corvetteforum for what is real, and what isn't.
Now, as for the Cylinder heads, I can't say. Some stuff on the engine has moved (like knock sensors). I think we can all agree it would be nice if Ls2 blocks are backwards compatible, and also the heads, intake, and 90 MM TB. BTW, the FAST manifold 90MM TB layout is the same bolt pattern as the new GM TB. This leads me to believe that Wilson may have been doing some development work for GM on the new manifold.
DoD will not be in the Corvette because of resonance issues. It will be on trucks.
The 3V head is not a Corvette head, but rather a truck head.
There are already published info by GM on what is and isn't in these motors. Rather than speculate, you might want to look in the C6 section of Corvetteforum for what is real, and what isn't.
Now, as for the Cylinder heads, I can't say. Some stuff on the engine has moved (like knock sensors). I think we can all agree it would be nice if Ls2 blocks are backwards compatible, and also the heads, intake, and 90 MM TB. BTW, the FAST manifold 90MM TB layout is the same bolt pattern as the new GM TB. This leads me to believe that Wilson may have been doing some development work for GM on the new manifold.
Originally Posted by Another_User
I'd say that sums it up. Thats why I just went and bought a Subaru. Go to www.alldata.com and compare the problems on a Subaru to those on any GM vehicle. The comparison is a joke. GM is a joke.
Staging Lane
Joined: Jan 2004
Posts: 74
Likes: 0
I read in Car Craft that the heads are basically the LS6 head. If you look closey at the picture the casting number looks like 243. Isn't that the current LS6 casting number? And it's still a 2 valve head. The motor looks like a LS6 motor except that it's 6.0 liters.
And the motor is still going in the 3,200lbs C6 so just like the current LS6 heads they were designed for a car that is light like the ZO6.
And the motor is still going in the 3,200lbs C6 so just like the current LS6 heads they were designed for a car that is light like the ZO6.
Originally Posted by z98
It was a huge (wide) motor.
It was heavy.
It was complicated.
It had multiple recalls.
It was expensive to develop.
It was a disaster.
Other than that, nothing at all!
It was heavy.
It was complicated.
It had multiple recalls.
It was expensive to develop.
It was a disaster.
Other than that, nothing at all!
But except for some problems with timing chains on the early 90s it was possibly the most reliabe V8 dropped in a Chevy. Also on of the most drivable with big hp. Long tubes and a ported plenum can get 400rwhp. 402s and 415s can turn over 550 rwhp and be very tame driving around town.
The DOHCs motor are more expensive to mod imho. The power level our LS1s are ggetting is just amazing and bang for the buck is good.
Staging Lane
Joined: Jan 2004
Posts: 74
Likes: 0
I wouldn't want a overhead cam motor. The LT1 kicked the LT5's *** in low end torque and every magazine that tested each motor liked the grunt off the line that the LT1 made better than the LT5. The 4.6 overhead cam Ford motor has intake runners that are too large for a 281 cid motor. That's why without the blower the car can't get out of it's way. I'm more than happy with my so called low tech. pushrod motor and will take it over the high reving, high peaking, all HP and no low end torque any day of the week. I dont want a motor that i have to rev to 8,000rpm to turn a good 1/4 mile. Great for road racing or NASCAR but for street racing and 1/4 mile racing low to mid-range torque is where it's at.
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TECH Fanatic
Joined: Oct 2003
Posts: 1,839
Likes: 0
And YES, GM would make a valvetrain that saps horsepower to make a quick buck as a gimmick.
Pushrods are nice and all, but if the LS6 had been overhead cam it would have been an engineering masterpiece that produced excellent power.
Throw in some variable valve timing and DOHC....man....we would really have something to show those imports and make good gas mileage in the process.
What imports keep up with a Z06 anyway?
Instead GM increases displacement and has some kindergardener throw together a "two intake valve" setup that is just rediculous. Oh well. I hope they find out somebody at GM is stealing money or something and they go bankrupt.
The way I understand it is that the third valve has its own lifter and pushrod!
On demand the computer sends a signal to open that valve and the oil is allowed to fill the lifter thereby opening the valve. Under normal operation the lifter still follows the cam but no oil in it to push open the valve!
Sounds like radical stuff to me!
On demand the computer sends a signal to open that valve and the oil is allowed to fill the lifter thereby opening the valve. Under normal operation the lifter still follows the cam but no oil in it to push open the valve!
Sounds like radical stuff to me!
