Opinions on LS2 vs LSX
11-10-2004, 10:38 PM
#1
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Opinions on LS2 vs LSX What would make more power, LS2 intake with GM 90mm TB or LSX intake with GM 90mm TB. The car has VaraRam, stock p&p 75mm TB, LS6 intake, Kooks headers hiflow cats & xpipe, Corsa Indy's, AFR 205's, 224/228 .581"/.588" on 112lsa @ +2, UD pulley, 4:10's, SPEC Stage 3 w/al FW. Just made 413rwhp, 396rwtq. I'm hoping for 20 more than what I have now. Am I dreaming?
11-11-2004, 08:47 AM
#2
I don't think you'll get 20 rwhp either way. I'd expect 10 +/- 3 or 4.
I went LS2 for two reasons: cost and quality. Cost: $400-ish vs $800-ish (when you include fuel rails in the cost of the LS2). No brainer there. Quality: I've heard far too many stories about the LSX intake leaking air because of the 3-piece design. Granted, the ports on my LS2 were pretty rough, but an hour with a die grinder and they're now in good shape. The LSX needs the same treatment though. Since the LS2 is glued from the factory, it shouldn't leak.
I'm hoping to do a dyno between the LS6 & LS2, whenever I get all the parts I need (thinking about getting an 85mm MAF, and will need the boots to go from MAF to TB and lid to MAF).
I went LS2 for two reasons: cost and quality. Cost: $400-ish vs $800-ish (when you include fuel rails in the cost of the LS2). No brainer there. Quality: I've heard far too many stories about the LSX intake leaking air because of the 3-piece design. Granted, the ports on my LS2 were pretty rough, but an hour with a die grinder and they're now in good shape. The LSX needs the same treatment though. Since the LS2 is glued from the factory, it shouldn't leak.
I'm hoping to do a dyno between the LS6 & LS2, whenever I get all the parts I need (thinking about getting an 85mm MAF, and will need the boots to go from MAF to TB and lid to MAF).
11-11-2004, 10:25 AM
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Just an aside-
Those sound like low numbers with that setup- you should be able to get 40+whp from tuning alone according to the other AFR #'s that I've seen.
Ben
Those sound like low numbers with that setup- you should be able to get 40+whp from tuning alone according to the other AFR #'s that I've seen.
Ben
Originally Posted by ArKay99
What would make more power, LS2 intake with GM 90mm TB or LSX intake with GM 90mm TB. The car has VaraRam, stock p&p 75mm TB, LS6 intake, Kooks headers hiflow cats & xpipe, Corsa Indy's, AFR 205's, 224/228 .581"/.588" on 112lsa @ +2, UD pulley, 4:10's, SPEC Stage 3 w/al FW. Just made 413rwhp, 396rwtq. I'm hoping for 20 more than what I have now. Am I dreaming?
11-11-2004, 11:22 AM
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Originally Posted by RX-Ben
Just an aside-
Those sound like low numbers with that setup- you should be able to get 40+whp from tuning alone according to the other AFR #'s that I've seen.
Ben
Those sound like low numbers with that setup- you should be able to get 40+whp from tuning alone according to the other AFR #'s that I've seen.
Ben
11-11-2004, 03:44 PM
#5
Expect to lose another 5 rwhp if you advance the cam 2 additional degrees. You will make at least 5 rwhp more if you retard it to 112 ICL. You want your intake closing point between 44-46 degrees ABDC. Closing it earlier will kill power.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
11-11-2004, 04:35 PM
#6
The LS2 dosen't move any more air than the LS-6. The gains that are seen are from the larger throttle body, not the intake. The LSX moves more air due to a better runner design and the larger TB, so if you are going for all out power and money isn't of the highest concern, I'd use the LSx.
11-11-2004, 04:53 PM
#7
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Originally Posted by Beast96Z
The LS2 dosen't move any more air than the LS-6. The gains that are seen are from the larger throttle body, not the intake. The LSX moves more air due to a better runner design and the larger TB, so if you are going for all out power and money isn't of the highest concern, I'd use the LSx.
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11-11-2004, 05:14 PM
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Originally Posted by Patrick G
Expect to lose another 5 rwhp if you advance the cam 2 additional degrees. You will make at least 5 rwhp more if you retard it to 112 ICL. You want your intake closing point between 44-46 degrees ABDC. Closing it earlier will kill power.
11-11-2004, 08:03 PM
#9
Originally Posted by BLKWS6
Got any flow tests to back that up? If it didnt flow more....they wouldnt have gone to the bigger intake. They would have "revised" the ls6 TB area to accept the larger TB. That would have been alot cheaper than making a whole new intake.
11-12-2004, 04:38 PM
#10
Originally Posted by Beast96Z
No, I particularly don't have any sheets, but that is what our wonderful sponsers over here are for. At least one of the very trusted ones posted this info a while back. He flowed both intakes and there were no noticable diffrences between the 2 flow wise. Just passing along the info.
Heres the skinny...on the flow bench the LS2 dosen't "flow" any more air over an LS6 on a single runner test,but on a dyno test average gains have been 12-16 HP over an LS6 on a good heads\cam 346. The HP gain is due to a little difference in plenum design and the 90mm T\B setup. They are a 3 piece design and use the same 4-bolt flange layout as a FAST\TPIS 90mm so they will bolt right up. So I feel that they will be a good mod for the money spent.
Here's what Kurt@W2W came up with:
On a 346 road race engine with a ZO6 manifold the flywheel HP went from 523 peak to 540 peak with the manifold and 90mm TB. The early gains are not there on the one I tested, the gains were mostly above 4500 rpm. It looked to me like the 90mm TB was responsible for most of the gain.
The manifold will fit anywhere a LS6 will, although the newer breather coming out of the valley cover may need some modification.
Kurt
11-12-2004, 05:13 PM
#12
Thanks for the quotes. Those are the ones I was refering to.
Originally Posted by CANNIBAL
This is what Futral Motorsports found in their testing of the LS2 vs LS6:
Heres the skinny...on the flow bench the LS2 dosen't "flow" any more air over an LS6 on a single runner test,but on a dyno test average gains have been 12-16 HP over an LS6 on a good heads\cam 346. The HP gain is due to a little difference in plenum design and the 90mm T\B setup. They are a 3 piece design and use the same 4-bolt flange layout as a FAST\TPIS 90mm so they will bolt right up. So I feel that they will be a good mod for the money spent.
Here's what Kurt@W2W came up with:
On a 346 road race engine with a ZO6 manifold the flywheel HP went from 523 peak to 540 peak with the manifold and 90mm TB. The early gains are not there on the one I tested, the gains were mostly above 4500 rpm. It looked to me like the 90mm TB was responsible for most of the gain.
The manifold will fit anywhere a LS6 will, although the newer breather coming out of the valley cover may need some modification.
Kurt
Heres the skinny...on the flow bench the LS2 dosen't "flow" any more air over an LS6 on a single runner test,but on a dyno test average gains have been 12-16 HP over an LS6 on a good heads\cam 346. The HP gain is due to a little difference in plenum design and the 90mm T\B setup. They are a 3 piece design and use the same 4-bolt flange layout as a FAST\TPIS 90mm so they will bolt right up. So I feel that they will be a good mod for the money spent.
Here's what Kurt@W2W came up with:
On a 346 road race engine with a ZO6 manifold the flywheel HP went from 523 peak to 540 peak with the manifold and 90mm TB. The early gains are not there on the one I tested, the gains were mostly above 4500 rpm. It looked to me like the 90mm TB was responsible for most of the gain.
The manifold will fit anywhere a LS6 will, although the newer breather coming out of the valley cover may need some modification.
Kurt
11-12-2004, 07:43 PM
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I sent my Fast 90mm TB back. It was a complete peice of garbage n did not weigh enough to use as a boat anchor. My TPIS 90mm will be here tomorrow.
I have installed an LSX 90mm on another car and had to use silicone around the MAP sensor port so that it would seal. The TB for that car had to be sent back to FAST to be worked on.
Paid 235 for an LS2 intake, 139 for the fuel rail, and 18 for injector orings. Already had the wire to extend the MAP sensor plug.
I sold My LS6 intake for more than I paid for the LS2
Spent about an Hour cleaning up the ports with a Dremel.
The ONLY advantage to the LSX is that it is easily disassembled so that it can be ported.
I will have track times next week weather permitting.
Brad
I have installed an LSX 90mm on another car and had to use silicone around the MAP sensor port so that it would seal. The TB for that car had to be sent back to FAST to be worked on.
Paid 235 for an LS2 intake, 139 for the fuel rail, and 18 for injector orings. Already had the wire to extend the MAP sensor plug.
I sold My LS6 intake for more than I paid for the LS2
Spent about an Hour cleaning up the ports with a Dremel.
The ONLY advantage to the LSX is that it is easily disassembled so that it can be ported.
I will have track times next week weather permitting.
Brad
11-13-2004, 05:40 PM
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Originally Posted by CanuckSS
If you don't mind me asking, What did the TPIS 90 mm cost you?
Talk to KJ @ SDPC for a good deal.
I just put it on and it is 100% better than the FAST. It even came with the bolts for the TPS n IAC.
Brad
11-13-2004, 06:08 PM
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Originally Posted by Beast96Z
There $500 + your stock TB in return last time I checked.
I was told by a very reliable source that there will be a billet 90mm TB being offered for less than $350 and no core charge in a month or so 
