I got my ls2 from sdpc. It used to smoke all the time, and now it just smokes when u let out of the throttle. I bought my heads, intake, etc. Everything was from them, and i seen where alot of ppl dont have problems. I just wanted to see what u all think. Its really starting to **** me off. Im running a breather, and im using alot more oil. I broke it the engine in right, and changed to oil, and the motor prob has 1500 miles on it. Plz someone help me.


Bobby

 

I have no idea, but that's a fat picture on your signature. The sky behind it looks menacing and the car in the foreground with that low shot make it look like it's dominating. Very dynamic.

 

...watching this closely

 

Two things:

Have you sealed your rocker bolts?

My 402 (SDPC) sucks oil into intake from valley cover vent. A catch can will help catch it, not stop it.

In my case I think the motor is fine, rather these two things are just more of an issue with more displacement and LS designed venting.

 

Have you talked with SDPC yet???..they are pretty good with customer service..why not give them a chance to help you fix it before posting on a public forum.

 

i talk to brian at sdpc, and he is sending me the new pcv valve. Im going to try to run a hose from the driver side valve cover to the passenger side with the pcv and also run the breather and see what happens, all they tell me is to try the new pcv. Also was told that it could be the valves.

iono, but to spend as much money as i did, and it smokes, makes no sense.

Its not brian's fault, he just got the aftermath of KJ. He is the one i dealt with. Brian just got stuck with it.

 

Myself and many others on here dealt with KJ and his customer service was A+.

 

im not saying it wasnt, im saying the time i got my motor together and started having issues, he moved onto another job. He was supposed to send me a build sheet, and what my heads flowed, etc. So brian is the one that stuck with the rest

 

It must be a 402. Typical, do a search if you can It will always use oil nothing will every stop it except to destroke. 402's suck *** plain and simple.

 

It must be a 402. Typical, do a search if you can It will always use oil nothing will every stop it except to destroke. 402's suck *** plain and simple no matter who built it it is not the shops fault that build them it is just a bad design.

 

Oh really? What about the other thousands of 402's running around that don't smoke? In this case, your backwards. It's 100% the shops fault, and not the design.This is only assuming that he has a short block problem, which I doubt he does. In which case it would also have nothing to do with the "design" of a 402.

 

Burning oil comes from leaking head gasket, or sucking oil through the valva stems. If it is not one of these two, you have a major error on your block, or a cracked head.
DoC

 

...not taking sides in this but there ARE several other 402 owners complaining about smoking and oil usage. I hope this is not one of those "forum" situations where owners/members keep quiet about there problem just to save face... There are a few threads covering this on the Corvette forum also...

https://ls1tech.com/forums/generation-iii-internal-engine/531619-smoke-please-help.html

https://ls1tech.com/forums/generation-iii-internal-engine/527279-dyno-wot-runs-oil-smoke-after-wot.html

https://ls1tech.com/forums/generation-iv-internal-engine/546353-all-402-ls2-owners-get-here.html

 

I talked to a lot of people before ordering my 402 from SDPC.

Here is some info that Brian sent me when I asked him about smoking.

Information and Break-In Recommendations for
Your SDPC Engine or Short Block

Thank you for choosing Scoggin-Dickey as your engine supplier! Scoggin-Dickey Parts Center opened its doors in 1929 and since that time we have been one of the leading suppliers of complete engines, short blocks, and engine components. It is our goal to provide you with the latest in engine technology and the highest standard of performance. Whether you have purchased a new OEM factory built crate engine or a custom built SDPC engine or short block, it is imperative that you take the time to read the following instructions in regards to engine oil, PCV systems, fuel systems, and engine break-in.

Today’s Oil and What You Need to Know
Motor oil has had several significant changes in the last ten years and more importantly in 2004 a decision was made to reduce the sulfur and the zinc-phosphorus compounds (ZDDP). The ZDDP is used as the primary anti-wear agent for internal engine components. Beginning with the 2004 model of new vehicles, the Federal Government has asked auto manufacturers to warranty catalytic converters for 120,000-miles.
Most catalytic convertors eventually fail from harmful gases emitted thru the exhaust, and two of these are the phosphorous and sulfur which were a prevalent make-up of our older motor oils. All engines will consume some oil thru the exhaust! While in most cases this is only a very small amount, the automakers decided it was time to change the chemistry of motor oil rather than adding to the cost of catalytic converters.
This change in engine oil has had a significant impact on the performance engine world, specifically engines with forged pistons and/or flat tappet camshafts. The lack of the zinc-phosphorus compounds has been a primary cause of premature failure in flat tappet camshafts and lifters. Current oils for gasoline engines have the ZDDP compounds reduced by 20% or more. We have seen an overwhelming increase in piston scuff and premature ring wear. We have torn down performance engines with less than 1500-miles and seen piston scuff and ring wear that looked as if the engine had 100,000-miles! All caused from super low viscosity oils with poor anti-wear characteristics and a lack of following proper break-in procedures.
If you have purchased a custom built short block with forged pistons and a performance ring package, then we have taken every precaution to coat the cylinder walls, pistons, and rings with an anti-wear agent. However, it is imperative that you choose engine oil with a significant amount of ZDDP and we require the addition of GM Engine Oil Supplement (EOS) for a minimum of the first 90-minutes. For forged pistons with moly rings or HD steel rings and engines with flat tappet camshafts we suggest an engine oil with a minimum ZDDP content of the following;
Approximate Percentage by Weight
Zinc – 0.120
Phosphorus – 0.115



Suggested Oils;
Shell Rotella-T 15W40 API Specification CI-4 Plus
Valvoline NSL Racing Oil 10W30 (Conventional Motor Oil, excellent for break-in!)
Pennzoil 25W50 Racing Motor Oil

PCV Systems
The LS-Series engines are prone to excessive crank case pressure build-up resulting in oil blow-by, oil consumption, and oil wetting of the intake manifold. One of the first changes from GM to help resolve this issue was the bay-to-bay “windows” placed in the main webs of the blocks. Any increase in cubic inches places more demand on the PCV system, regardless of the engine type. GM has made several changes to the PCV systems over the years and many consumers have a mismatch of parts and components. It is imperative that you inspect your PCV system and make certain that it functions properly. If you are using a factory PCV system it is required that you use a new “fixed orifice” PCV valve for routing your pressure relief hose from the valve cover. This valve is included with all custom SDPC LS-Series short blocks and engines. The GM part number for this item is #12572717.

Fuel System and Tuning
It is imperative that you make every effort to have your fuel system in proper working order prior to engine start-up. Inspection of the supply lines, return lines, filters, regulators, and proper fuel pressure are the responsibility of the car owner and/or installer. It is extremely critical that you have a PCM calibrated for the correct pressure and injectors before starting the vehicle. Any over rich condition existing for an extended period of time during the initial start-up will cause piston scuffing, ring wear, and severely hinder the ability for the rings to seat properly and may ruin the complete engine! It is the responsibility of the owner and/or installer to calibrate the PCM or the carburetor to prevent internal engine damage.

Engine Break-In
Use the correct engine oil with the addition of GM Engine Oil Supplement (EOS)!! We recommend two 45-minute break-in periods allowing ample time between each for a complete cool down of the engine. Each period should consist of varied RPM and load with a limit on the RPM of 4500. Avoid extended duration of constant RPM! After the 90-minute period you should drain the oil and inspect the filter. Replace with a new filter and use one of the recommended oils from the list above or one that you have verified that has the proper amount of ZDDP. If you have purchased an engine with forged pistons it is imperative that you always use oil with sufficient ZDDP for the entire life of the engine! We do not recommend a change to Synthetic oil until a minimum of 5000-miles to insure proper ring seating.
SDPC does not warranty any application with the use of power adders i.e. – turbochargers, superchargers, nitrous. If it is determined that premature ring wear, ring sealing, or piston scuffing, and/or engine failure is the result of improper tuning, incorrect oil, improper installation, and/or the use of power adders, then all repairs, parts, materials, shipping expenses, and labor will be the sole responsibility of the purchaser.

 

you may have to get a newer style valley tray. The older ones suck oil into the pcv system, and then into the intake causing you to burn oil. Just did this on my friend's 408 in a 2000 camaro he bought a new valley pan before we put it back together. Now it runs fine no smoke.

 

So you followed the recommended process and your 402 still smokes???

 

A newer LS2 style valley cover?
I have two LS2 valley covers and both seem to be identical. Both have a signifcant restriction noticed when blowing into the front vent.

Seems to me we have confused issues here:

Burning oil is likely bad rings or bad ring fit.

Oil puffing under at shift or decell is poor valve seals or rocker bolts leaking oil into ported on ported heads.

Oil being sucked into intake via PCV or valley vent to intake is yet another issue common to all LSx engines. Most common in MN6 engines under decell or when road racing. GM has had 5 or 6 iterations of the PCV systems since 97. This is not unique to LS2s although moving more air as they do, the issue remains.

The ring fit and component choice may be the builder's contibution to the oil use problem. Building a stroker is tricky due to piston extending out of the bottom of the bore, but most reputable builder accept that and there is no issue, The other consumption causes are seperate issues perhaps more apparent on strokers.

 

[QUOTE=See5]

Burning oil is likely bad rings or bad ring fit.

Oil puffing under at shift or decell is poor valve seals or rocker bolts leaking oil into ported on ported heads.

i was also thinking about the piston rings and valve stems.

make sure you mill the heads so that you have a flat surface, also some people use cilycone on the head & rocker arm bolts.I use tread lock and I have no problems at all

all these people that have ls2's and smoke is either one or both of the problems allready mentioned

and if you want to stop the smoking mometeraly use some lucas

 

Anyone know where this can be purchased...???

 

I haven't even fired mine up yet but soon I will. It will certainly be broken in EXACTLY as described by SDPC.