LS2 Inake manifold
07-21-2004, 12:07 AM
#21
The piece I have in my hand is an actual production piece.
I also had a chance to acquire protoype pieces. The prototypes still had the MAP at the rear of the intake manifold and looked like they were made out of a different material. Other than that they looked to be the same. I know the internals were the same.
I also had a chance to acquire protoype pieces. The prototypes still had the MAP at the rear of the intake manifold and looked like they were made out of a different material. Other than that they looked to be the same. I know the internals were the same.
07-21-2004, 06:16 AM
#22
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Originally Posted by Time2Kill
Also, the MAP sensor has been moved to the front of the intake, and a stock LS1/LS6 fuel rail will not fit. You either need to use a LS2 fuel rail and adapt it to fit stock injectors or run aftermarket rails. GM switched to shorter injectors which is why the stock fuel rail doesnt fit, and the injector bungs in the intake require a new thicker O-Ring.
07-21-2004, 10:33 AM
#24
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sounds to me like someone needs to develop a process to re-fit ls6 intakes witha 90mm TB opening....could make a killing that way....that friction welding bit has be turned away from ls2 intakes now, not to mention all new fuel rails and injectors? no thanks.
07-21-2004, 10:51 AM
#25
I'm going to go get pics in a few minutes.
For all you guys that are worried about installing it, I have o-rings that will work with stock injectors so that isnt a problem. Also, about the fuel rail, talking with another guy, he said something about shimming it up 300 thousandths at the mounts with a washer would allow stock fuel rails to mount with some small modifications to the fuel rail. I might play with this later today or tomorrow and see what I can come up with.
For all you guys that are worried about installing it, I have o-rings that will work with stock injectors so that isnt a problem. Also, about the fuel rail, talking with another guy, he said something about shimming it up 300 thousandths at the mounts with a washer would allow stock fuel rails to mount with some small modifications to the fuel rail. I might play with this later today or tomorrow and see what I can come up with.
07-21-2004, 01:25 PM
#27
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Thanks Time2kill! It looks similar to the LSX at first glance but the LSX has a deeper floor. As well as a 5 bolt patter for the TB. The 90mm FAST TB will probably still bolt up though. I see what you were talking about with the friction welding messing up the port alignment. It looks alot worse than I thought it would lol. It does have the guidelines for porting which is cool.
Nice to finnaly see this thing!
Brad
Nice to finnaly see this thing!
Brad
07-21-2004, 01:40 PM
#30
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Originally Posted by cyphur_traq
sounds to me like someone needs to develop a process to re-fit ls6 intakes witha 90mm TB opening....could make a killing that way....that friction welding bit has be turned away from ls2 intakes now, not to mention all new fuel rails and injectors? no thanks.
07-21-2004, 02:06 PM
#31
ok...no idea why the last 5 posts ended up on top of mine...but w/e
Talking to another shop that has been testing this on an engine dyno had found some interesting results.
From back to back runs between LS6 and LS2 here is what I was told
Stock motor: pretty much no gain except for a tiny increase past 5,000 rpm of a couple of horse
stock cubed motor, aggressive heads/cam: small increase through powerband, and about a 7 to 8 hp increase past 4500 rpm
big cube motor (im assuming 400+ cid): nice gain thru powerband and up to 17~20hp past ~4200-4500
Now remember, these figures are on an engine dyno so you have to calculate in drivetrain loss to find RWHP gains.
Talking to another shop that has been testing this on an engine dyno had found some interesting results.
From back to back runs between LS6 and LS2 here is what I was told
Stock motor: pretty much no gain except for a tiny increase past 5,000 rpm of a couple of horse
stock cubed motor, aggressive heads/cam: small increase through powerband, and about a 7 to 8 hp increase past 4500 rpm
big cube motor (im assuming 400+ cid): nice gain thru powerband and up to 17~20hp past ~4200-4500
Now remember, these figures are on an engine dyno so you have to calculate in drivetrain loss to find RWHP gains.
07-21-2004, 04:14 PM
#33
Originally Posted by 1BadMoFo
so does it make sense that that GM 90 MM TB will fit a FAST 90mm intake? I'm sure the GM one is alot cheaper...
Also, someone commented that the FAST TB is 5 bolt, the top bolt isn't used on the LS2, but the other four bolts are in the same location and it bolts up with no problems.
07-21-2004, 04:45 PM
#34
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Thanks for all the great info Time to Kill!!!
It looks like the prices on the LS6 intakes are going to steady!!
This post is acting kind of funny.
It looks like the prices on the LS6 intakes are going to steady!!
This post is acting kind of funny.
Last edited by CanuckSS; 07-21-2004 at 09:24 PM.
07-21-2004, 07:50 PM
#35
Alright pics are at: www.eadperformance.com/ls2
Most of the pics are self explanatory.
On the intake ports, you can see how some mated up almost perfect and how some have a wall on one edge. This is a result of the friction welding. But the good news is, this process has already improved quite a bit from the preproduction models I've seen and it should keep improving as time moves on.
The intake port gaskets are the same, although they are a new material hence the different color. Also, you can see how much thicker the o-rings are.
And on the back of the intake, one of the vaccuum line connections had broken off, but this can be fixed by plugging it and running a T off the main vaccuum in the back.
Most of the pics are self explanatory.
On the intake ports, you can see how some mated up almost perfect and how some have a wall on one edge. This is a result of the friction welding. But the good news is, this process has already improved quite a bit from the preproduction models I've seen and it should keep improving as time moves on.
The intake port gaskets are the same, although they are a new material hence the different color. Also, you can see how much thicker the o-rings are.
And on the back of the intake, one of the vaccuum line connections had broken off, but this can be fixed by plugging it and running a T off the main vaccuum in the back.
07-30-2004, 02:53 PM
#39
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You said the injectors on the LS2 are smaller? Does this mean that they are using the delphi injectors that the trucks currently use? If so maybe the truck rails bolt on without modifications
07-30-2004, 04:22 PM
#40
Hey guys,
It doesn't look like there is much of any gains with this intake or the F.A.S.T. intake on an all motor car. What about forced induction or a nitrous 408ci iron block with good heads and cam?? Thanks for your input.
Keith
It doesn't look like there is much of any gains with this intake or the F.A.S.T. intake on an all motor car. What about forced induction or a nitrous 408ci iron block with good heads and cam?? Thanks for your input.
Keith