What mods are available for the LS2?

[mySStery_machine]

So far, they have headers, camshafts (ls1 eng. will fit), and intake systems.
I also think they don't have a PCM editing program, LS2edit or other, so why is everyone being so slow about it?

I would think everyone would jump at the opportunity to be the first to develop a new product for a new motor. :?

[maximumrebel1]

So far, they have headers, camshafts (ls1 eng. will fit), and intake systems.
I also think they don't have a PCM editing program, LS2edit or other, so why is everyone being so slow about it?

I would think everyone would jump at the opportunity to be the first to develop a new product for a new motor. :?

I've heard of a few places experimenting with heads and cam setups, and I'm pretty sure they have exhaust systems available already.

[Mr.Attitude]

open headers :P cheaper than any other exhaust system ive ever seen

[mySStery_machine]

I like open headers too but unfortunately the local fuzz, doesn't. :x

[DocBowtie]

there's already been a few shops to adapt ls1 mods to fit an ls2(nitrous, s/c's). Shouldn't take much to make that kind of stuff work. Most of the rest of the mods should work well right off the bat....the ls2 isn't TOO much different than the ls1.

[obseSSed]

I think cartek ran an 11.50 in one with just bolt ons and they did something to revise the tq management program, that is quick for a bolt on car!

[DocBowtie]

there's a guy that fitted n2o to one and ran a real low 11, if not 10. same guy's shop custom fab'd some stuff for an ATI kit to make it fit, that was a wicked car. can't wait to see some of the ls2's make some serious power. they just need to make the knock sensors work on them for swapping over to a LS1 pcm......dammit.

[obseSSed]

It is just a matter of time before some one figures out the knock sensor issue. I am really interested in the 402 ls2 from sdpc I am thinking that is my next move for my car. I like the weight savings over an iron block. My goal is about 525rwhp na from this set up. Still waiting to see some dyno numbers from people with there setups, especially running the 225 afrs. They should be coming soon

[mySStery_machine]

Someone posted some numbers today in the SDPC post. They posted HP numbers but with a blower and I think the knock issue has been resolved.

[obseSSed]

I seen those numbers was it me or did they seem a little low?

[c6z06]

Catbacks and headers-one catbback ive seen was $1,200+!!!!! REDICULOUS

[mySStery_machine]

First products out are always going to be expensive. First reason being
exclusivity and the second reason being R&D, test fitting, etc. That is expensive
though...damn@!

[obseSSed]

Catbacks and headers-one catbback ive seen was $1,200+!!!!! REDICULOUS

That is alot of coin for a catback wow :o

[Dvst8or]

My goal is about 525rwhp na from this set up.

Although I would love to see it, and I do believe it is *possible*, I am inclined to think it unlikely to achieve your goal without either some serious compression and race gas (15:1+) and/or boost. Here's why:

Assuming a bad ass drivetrain, with losses kept to a minimal 13% (isotropically finished manual gears and differential, WS2 coatings, etc), this would equate to about 603fwhp.

525 / 0.87 = 603

With more common drivetrain losses, the necessary fwhp is higher. For example, at 17% losses, the fwhp for 525rwhp is 632fwhp. Most automatic transmissions have losses around 19-23%, with manual transmissions being somewhat lower.

Your 402ci "4x4" (4in bore, 4in stroke) is a bit large to be tossing pretty high rpms reliably for any good mileage. In other words, your redline is going to be lower than a 383ci or a 346ci, as you know. Assuming great scavenging characteristics at high rpm, and good heads/large valves/good cam/etc., we can assume a slight excess over 100% volumetric efficiency at peak power rpm (good luck achieving it, but it is possible without a NASCAR budget, so I won't doubt you.)

Call it about 104% VE, that would be about ~185 BMEP, or 1.2272 lb-ft per cubic inch at peak power. I stress this is at peak power, not peak torque. This would give you 493 lb-ft at peak power rpms. Taking your desired goal of 603fwhp into consideration, we see that peak power, producing your 493 lb-ft must occur at 6423rpm minimum, or higher.

HP = Tq * RPM / 5252
therefore
HP * 5252 / Tq = RPM

603 * 5252 / 493 = 6423

A 4in stroke with a large 4in piston is a bit much to toss around at 6500rpm plus without forged steel rods and wristpins, and I personally wouldn't even consider aluminum as a viable option for longterm use. If it's going to strictly be just a track car, I suppose I could see it. But as a street strip 'daily driver', it's going to require a lot of forethought and some smart engineering to do it reliably without boost.

If anyone is interested in this sort of topic/approach, I can go a bit more in detail. If not, sorry to get off topic.

[obseSSed]

My goal is about 525rwhp na from this set up.

Although I would love to see it, and I do believe it is *possible*, I am inclined to think it unlikely to achieve your goal without either some serious compression and race gas (15:1+) and/or boost. Here's why:

Assuming a bad ass drivetrain, with losses kept to a minimal 13% (isotropically finished manual gears and differential, WS2 coatings, etc), this would equate to about 603fwhp.

525 / 0.87 = 603

With more common drivetrain losses, the necessary fwhp is higher. For example, at 17% losses, the fwhp for 525rwhp is 632fwhp. Most automatic transmissions have losses around 19-23%, with manual transmissions being somewhat lower.

Your 402ci "4x4" (4in bore, 4in stroke) is a bit large to be tossing pretty high rpms reliably for any good mileage. In other words, your redline is going to be lower than a 383ci or a 346ci, as you know. Assuming great scavenging characteristics at high rpm, and good heads/large valves/good cam/etc., we can assume a slight excess over 100% volumetric efficiency at peak power rpm (good luck achieving it, but it is possible without a NASCAR budget, so I won't doubt you.)

Call it about 104% VE, that would be about ~185 BMEP, or 1.2272 lb-ft per cubic inch at peak power. I stress this is at peak power, not peak torque. This would give you 493 lb-ft at peak power rpms. Taking your desired goal of 603fwhp into consideration, we see that peak power, producing your 493 lb-ft must occur at 6423rpm minimum, or higher.

HP = Tq * RPM / 5252
therefore
HP * 5252 / Tq = RPM

603 * 5252 / 493 = 6423

A 4in stroke with a large 4in piston is a bit much to toss around at 6500rpm plus without forged steel rods and wristpins, and I personally wouldn't even consider aluminum as a viable option for longterm use. If it's going to strictly be just a track car, I suppose I could see it. But as a street strip 'daily driver', it's going to require a lot of forethought and some smart engineering to do it reliably without boost.

If anyone is interested in this sort of topic/approach, I can go a bit more in detail. If not, sorry to get off topic.

Thanks, I like the the informative reply. I would not put together a comblo like this with out forged internals. When I posted this there were no numbers of ls2 402 set ups with the afrs. But since I posted this someone put together a ls2 402 with a set of afrs in a m6 f-body on pump gas that made over 550rwhp. I agree anything is possible on a large budget, hopefully this year I will get to try on a modest budget if things go right. Thanks for the post and not really off topic and yes I like these kind of topics keep it up! :-D

[Dvst8or]

You wouldn't happen to have a reference for those numbers, would you? I'd love to see it for certain, because it applies directly to my own plans. I'd love to have a 402ci motor, but the one and only thing keeping me considering a 382ci over it is redline. I can't afford titanium rods and pins, and I want to rev over 6000rpm.

If what you say is true, this person is either achieving purely ridiculous volumetric efficiency, with great BSFC, or is revving the tits off his motor. Either way, I'd be more than satisfied, personally, heh. I'd love to do a high rpm 402 reliably; nothing like having your front end shake all over the place above 5000rpms and outright scare you above 6000! :grin2:

[DocBowtie]

eh, if you can wait til this fall you can tap into the LS7 titanium gear.

[Mr.Attitude]

superchargers are avialable for the ls2 now as well, i read it in vette mag...its basically an ls1 system just bolted on to the ls2...almost seems like cheeting

[Dvst8or]

How much do you think it would piss someone with a FI setup off, if you beat them on 100% motor cubes and rpm? :lol: :engarde: :cry:

[Dvst8or]

Why hasn't anyone experimented with Octane-On-Demand type systems, especially for nitrous? It would be a piece of cake to engineer on a wet-system. Instead of routing fuel lines to the fuel tank, you route them to a seperate, small reservoir of toluene/methanol mix, say a 118 blend or so; which is very easy to achieve using those two. Combine your wet shot with dry-shot engine management by over-jetting the fuel side, and programming the shot as a dry shot with corresponding leaner injectors to maintain A/F ratio, with even higher octane.

Just use your wet stage with that as fuel instead, so as to provide a ridiculous octane booster with your heavy 'moist shot' of N2O.

[Mr.Attitude]

you mean like a controller for just upping the octane? that really wouldn't increase performance per say...if your running boost then an octane controller would come in handy, that way you could up the PSI and counter it with a higher octane to prevent detonation. but on an N/A motor with a static compression just upping the octane shouldnt do anything but prevent detonation...

[mySStery_machine]

From my experience, it's much easier just to run straight race gas on anything over a 150 shot. The "octane on demand" has been tried by mating existing systems with an auxillary system. It is some what costly to add another "fuel system". Also, you get much better performance from the shot of nitrous, over 150, with straight race gas.

Much like race gas will degrade the performance of a under 12:1 compression motor, the addition of lower octane (87-93) has been known to cause hot spots in use of it with aux. systems.

Again, just my experience.

[DocBowtie]

i wouldn't experiment with it b/c my daily driver doesn't need that extreme type shit ;)

after my FI project goes forward i might look into octane-on-demand just for high boost levels, after the built motor finds its way in. i haven't decided between a turbo setup or an ATI setup yet....lots to consider. but i would think an OOD would work much better there anyhow for reasons previously stated.

if you're going to be spraying that much nitrous, its most likely on the track. if not....well then you may be a little crazy and driving around on the street w/race gas may be your thing. otherwise....using 1/4 of a tank of race gas for that day isn't a big deal for the drag for most f-body guys. thats why OOD isn't a huge thing for us. for you autoX guys you might need more creative solutions lol.

[marianne125]

Heads/Cam???

[mySStery_machine]

Nitro Dave's Outlet now offers a seperate "on-demand" fuel system for people using nitrous. I'm sure you could adapt it with a boost referenced regulator to a turbo car. 8)