Ls2 build, not sure which way to go
Ls2 build, not sure which way to go I'm trying to put together an ls2. So far I just have a block and some 243 heads. My first thought was to build a 402, but I'm thinking now that it might be overkill.
I would like to be around 500hp. I planned on buying a balanced rotating assembly and a streetable cam.
What are most people doing with ls2's that wanna be at this power level?
If there is a way to go that's much less expensive and will still meet the same goal I'd happily change my mind.
I see a lot of people doing the ls3/l92 top ends now. I'm not opposed to selling the 243's and buying a stock crank and rods, aftermarket pistons, and paying to have it all balanced going with the ls3/l92 heads and intake.
What would make the most sense? I'd appreciate any advice.
I would like to be around 500hp. I planned on buying a balanced rotating assembly and a streetable cam.
What are most people doing with ls2's that wanna be at this power level?
If there is a way to go that's much less expensive and will still meet the same goal I'd happily change my mind.
I see a lot of people doing the ls3/l92 top ends now. I'm not opposed to selling the 243's and buying a stock crank and rods, aftermarket pistons, and paying to have it all balanced going with the ls3/l92 heads and intake.
What would make the most sense? I'd appreciate any advice.
Sell the 243's get you some Ls3 heads not L92's cause they have the stainless intake valve vs Ls3's having the hollow valves. Stroke it and you'll be at 500/500 IMHO. Your heads new are 750 for both? New and a used Ls3 intake about 250. Check Camaro5.com those guys sell lots of stuff cheap sometimes and might come across some heads too.
Sell your top-end, and check out the PRC 255cc LS3 aftermarket castings. You get the big air flow like the other ported LS3's, but through a runner smaller than stock. That velocity is why these heads are making great gains as compared to ported GM castings and creating waves in the LS3/L99 community!
When you price a ported GM casting with the same quality valves and spring kit, you'll find that they are within just a couple hundred bucks in price too!
http://www.texas-speed.com/p-4008-pr...der-heads.aspx
When you price a ported GM casting with the same quality valves and spring kit, you'll find that they are within just a couple hundred bucks in price too!
http://www.texas-speed.com/p-4008-pr...der-heads.aspx
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Largest Stocking Distributor of LS-x Engines / CHECK OUT OUR NEW WEBSITE!
COMP - FAST - PACESETTER - DIAMOND RACING - EAGLE SPECIALTY PRODUCTS - CALLIES - COMETIC GASKETS
RAM CLUTCHES - MOSER ENGINEERING - KOOK'S HEADERS - ARP - GM BOLTS AND GASKETS - MSD - NGK
POWERBOND - ASP - AND MORE!
Sell your top-end, and check out the PRC 255cc LS3 aftermarket castings. You get the big air flow like the other ported LS3's, but through a runner smaller than stock. That velocity is why these heads are making great gains as compared to ported GM castings and creating waves in the LS3/L99 community!
When you price a ported GM casting with the same quality valves and spring kit, you'll find that they are within just a couple hundred bucks in price too!
http://www.texas-speed.com/p-4008-pr...der-heads.aspx
When you price a ported GM casting with the same quality valves and spring kit, you'll find that they are within just a couple hundred bucks in price too!
http://www.texas-speed.com/p-4008-pr...der-heads.aspx
Unfortunately they are way out of my price range.
Thanks for the ideas though. Is there anything a bit more mild?
I'll be spending some time on your website.
Last edited by TZ2884; Nov 8, 2012 at 11:20 AM.
If you're shopping QUALITY ported GM LS3 castings, by the time you put the stainless valve and dual spring kit kit on them, you're going to be close to $2000!
__________________
Largest Stocking Distributor of LS-x Engines / CHECK OUT OUR NEW WEBSITE!
COMP - FAST - PACESETTER - DIAMOND RACING - EAGLE SPECIALTY PRODUCTS - CALLIES - COMETIC GASKETS
RAM CLUTCHES - MOSER ENGINEERING - KOOK'S HEADERS - ARP - GM BOLTS AND GASKETS - MSD - NGK
POWERBOND - ASP - AND MORE!
Largest Stocking Distributor of LS-x Engines / CHECK OUT OUR NEW WEBSITE!
COMP - FAST - PACESETTER - DIAMOND RACING - EAGLE SPECIALTY PRODUCTS - CALLIES - COMETIC GASKETS
RAM CLUTCHES - MOSER ENGINEERING - KOOK'S HEADERS - ARP - GM BOLTS AND GASKETS - MSD - NGK
POWERBOND - ASP - AND MORE!
Well at least that makes my decision easier.
I realized that I made a mistake when posting this thread. I said around 500hp... after seeing some of the suggestions I realized that everyone seems to be giving me advice on how to get 500 whp. I should have specified, I was looking for around 500 hp at the crank.
I apologize for not saying that in the first post.
500hp at the crank can be easily achieved with the heads you have now and a medium cam in the stock LS2 cubes. If you don't need anymore power than that, then don't bother with anything but stock stuff (maybe some beefier rod and head bolts) and quality valvetrain.
Though now's the time to really do work on that engine. Would be a waste to say you only want 500hp, put the thing together and then realize you want more power and have to re-do all this work. It's alot harder to do internal mods with the engine in the car than with it on an engine stand.
Though now's the time to really do work on that engine. Would be a waste to say you only want 500hp, put the thing together and then realize you want more power and have to re-do all this work. It's alot harder to do internal mods with the engine in the car than with it on an engine stand.
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500hp at the crank can be easily achieved with the heads you have now and a medium cam in the stock LS2 cubes. If you don't need anymore power than that, then don't bother with anything but stock stuff (maybe some beefier rod and head bolts) and quality valvetrain.
Though now's the time to really do work on that engine. Would be a waste to say you only want 500hp, put the thing together and then realize you want more power and have to re-do all this work. It's alot harder to do internal mods with the engine in the car than with it on an engine stand.
Though now's the time to really do work on that engine. Would be a waste to say you only want 500hp, put the thing together and then realize you want more power and have to re-do all this work. It's alot harder to do internal mods with the engine in the car than with it on an engine stand.
I like my cammed 5.3 now, but of course I want more. The engine that's in it now has 335whp and 345wtq. I figured more displacement would be the way to go.
I am on a budget but the car I'm gonna put the motor in is up and running right now so I've got plenty of time. I'm not in a big rush.
I really don't know what "normal" is when it comes to these engines.
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Verdad Gallardo I'd like a lot of torque too. That's why I was thinking of stroking it.
I'm not sure how the 243's would do on a 402 though.
I don't know how much machine work is involved with stroking an ls2 either.
I'm not sure how the 243's would do on a 402 though.
I don't know how much machine work is involved with stroking an ls2 either.
Step 1:Make a budget.
Any discussion about power or torque goals are a waste without stating a budget. Power cost money.....how much power do you want?
Step 2: What vehicle are you going to use it in? A big heavy car/truck will be a pig if the motor only makes power from 3500-6500 rpm. Ported 243 heads will make good power so don't assume you need LS3 heads and intake. However, the stock LS2 intake is not good. I got 30+ ft lbs of torque in the mid-range from a FAST 92 intake.
Step 3: How are going to use it?
Street? Road racing? Drag racing? Shows? Country cruises? Each will have its own set of need and you can't have one that does it all.
Step 4: Reliability.
Contrary to some people's opinion, high horsepower and reliability are not in common. If you want a dead reliable set up and don't work on your car, a high power set up may end up in the shop more often than you think. And that cost money.
Step 5: Dyno queens.
Other than drag racing, peak horse power means very little. Learn to study the torque curve. Buy a copy of John Lingenfelter's book where he explains what kind of set up performs the best under various condition. If you value drivability then be wary of heads with big ports and high flow numbers because port velocity will lower resulting in less low rpm torque. There is a fine balance between port size and drivability.
Any discussion about power or torque goals are a waste without stating a budget. Power cost money.....how much power do you want?
Step 2: What vehicle are you going to use it in? A big heavy car/truck will be a pig if the motor only makes power from 3500-6500 rpm. Ported 243 heads will make good power so don't assume you need LS3 heads and intake. However, the stock LS2 intake is not good. I got 30+ ft lbs of torque in the mid-range from a FAST 92 intake.
Step 3: How are going to use it?
Street? Road racing? Drag racing? Shows? Country cruises? Each will have its own set of need and you can't have one that does it all.
Step 4: Reliability.
Contrary to some people's opinion, high horsepower and reliability are not in common. If you want a dead reliable set up and don't work on your car, a high power set up may end up in the shop more often than you think. And that cost money.
Step 5: Dyno queens.
Other than drag racing, peak horse power means very little. Learn to study the torque curve. Buy a copy of John Lingenfelter's book where he explains what kind of set up performs the best under various condition. If you value drivability then be wary of heads with big ports and high flow numbers because port velocity will lower resulting in less low rpm torque. There is a fine balance between port size and drivability.
Last edited by Mez; Nov 11, 2012 at 08:27 PM.
Thanks for the advice. I'll see if I can find the book you mentioned too.
I really hadn't set a budget because I don't really have a deadline.
The car is relatively heavy, it's a 1986 regal.
Are the ls2 intakes really that bad? Even ported?
I really hadn't set a budget because I don't really have a deadline.
The car is relatively heavy, it's a 1986 regal.
Are the ls2 intakes really that bad? Even ported?
