The LS family is a series of engines that are actually really similar to each other. The main difference between the engines in the LS family is the displacement, intake, camshaft, and various small details.

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The LS2 and the LS3 have a lot in common. But, the most obvious difference between the two is the displacement. The LS2 has 6. The LS3, on the other hand, has 6.

Luckily GM was actually really good at developing cylinder heads when they designed the LS engine. Throughout the years Chevrolet continued to perfect the LS heads. The LS2 heads were a slight step up from the LS1 heads. I am unable to find definitive flow numbers for both heads. These gains are due to changes in the intake runner length, size, and shape.

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Small things like shape can have a large effect on how air flows into the engine. Just like the LS1 vs LS2 debate, the later engine has a slightly better intake manifold. This is the case from the LS2 vs LS3 debate.

Chevrolet increased the intake manifold flow by straightening out the intake runner and optimizing the flow path from the intake manifold to the cylinder heads. This all adds up to a slightly better intake manifold.

We briefly covered the difference in displacement at the beginning on this article. But, the has the same exact amount of stroke. Their bottom end is actually near identical, but the Chevy gave the LS3 an extra 12 cubic inches of displacement. Chevrolet upped the displacement of the LS3 by giving it a slightly larger bore. The LS2 has a bore of As I mentioned before, this gives the LS3 an extra 12 cubic inches.

This helped up the horsepower from to The increased bore also helps make the LS3 much happier to revs. It revs up much quicker than the LS2 and generally responds quicker to throttle inputs. The increased bore also means slightly higher RPM potential. Why is this? Because both those engines are pretty old and pretty abundant. Both of these things make them dirt cheap.

The LS2 was released in It was the new Corvette base engine, as well as an optional engine from the GTO. The LS3 was released in Much like the LS2 before it, it was the all-new base Corvette engine. The LS3 was also used in the to Camaro. This means that the LS3 is much more abundant than the LS2. So yes, the LS2 is cheaper, but not by a huge amount.This is a discussion on Max RPM?

Its an LQ4 with on stock bottom end,heads, cam, lifters Forum Rules. Remember Me? What's New? Results 1 to 18 of Max RPM? Add Thread to del. Thread Tools Show Printable Version. What is a safe max rpm for my moto? Its an LQ4 with on stock bottom end,heads, cam, lifters and pushrods have about on them, when it was dynoed it was still making power at and it was smooth as silk from idle to rev limiter with no hesitation or anything, just wondering what a safe, realistic limit for these motors are.

Share Share this post on Digg Del. I know the LS1 redline is You should be fine as the LQ4 is an iron block. Originally Posted by Edward-T. In an ideal situation you want to shift the engine just above peak HP for optimum ET. The question though is whether the bottom end is built to take that kind of rpm?? Stock bottom ends spin to without much issues.

I shift my stock bottom end LS1 at and don't sweat it, I even laid it on the limiter at in the traps for a couple seconds, but I don't make a habit of that. Your LQ4 6. If it makes you feel better, I'm buzzing my bone stock 6. With the small cam, it would run out of steam before the bottom end complains. You really need to find your peak HP on the dyno, then decide if you want to spin it past that point.

LS2 vs LS3: Which One is Actually Better?

If it reaches a point where the stock rods are questionable, then dial it back a tad to save parts and live with it, or accept the fact that opening the wallet may occur at any time and be okay with that. My stock bottom end LS1 has rev limiter set at 7, but I set the shift lite to 6, I've hit 7, a few tiimes. Originally Posted by redbird Yea I know it doesn't justify raising rev limit. Tuner said my stock injectors were at 95 percent duty cycle that's the reason for the 42 lb injectors and I figured I may as well add more air as well with the bigger maf, also thinking of going with a 85 mm throttle body to, so what should I expect as far as gains?

And since she was still making power at on maxed injectors shouldn't the limiter go up to find the peak?Article may contain affiliate links.

Proven Stroker Combos for Big-Inch LS Engines

As an Amazon Associate I earn from qualifying purchases. This engine was created with a volume of 5. One of the primary distinctions for the Gen IV engine is a generally larger bore. Another major difference is the block modifications for the Gen IV engines that enable the use of active fuel management, or sometimes known as displacement on demand, which is the ability to only use certain cylinders in scenarios where full performance is not required, such as highway cruising.

In the Saab x Aero also added the LS2 option. As mentioned, the LS2 offering was primarily started in with some additional options in The LS2 engine did not stay around too long, as it was only available in the Corvette untilwhile the Saab and Trailblazer SS models kept this as an offering until The LS2 is no longer in regular production but is without a doubt still widely used and retrofitted in many project cars.

With the larger displacement and higher compression ratio, this engine provided the ability to achieve more power, although there are other limitations in some cases which can help explain the slight reduction in power when going from the LS6 in the Corvette Z06 to the LS2 in the base model Corvette. While the torque number matches peak torque from the LS2, it is reached RPM lower, which certainly improves the feel of the engine.

The 6. As mentioned, this bore is slightly larger compared to its Gen III predecessors, with the bore coming in at 4. Other performance improvements with the LS2 can also be attributed to its increased compression ratio of The LS2 engine is only offered with an aluminum block and cylinder head. The pistons are constructed of hypereutectic aluminum alloy, as is common with almost all of the LS engine family. The pistons used employ a flat top design.

The hypereutectic construction reduces the thermal expansion of the piston and allows for a tighter fit in design between the cylinder and the piston. The valve architecture uses 2 valves, 1 intake and 1 exhaust per cylinder.

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This platform allowed for more power and the addition of other improvements such as active fuel management. This horsepower engine was first introduced in the base model for the Corvette, and then also made available in other performance driven vehicles.My thoughts were to create a lightweight, high Forum Rules. Remember Me? What's New? Page 1 of 2 1 2 Last Jump to page: Results 1 to 20 of Add Thread to del. Thread Tools Show Printable Version.

To me, a higher revving engine is more exciting in this type of car and better suited. With such a short wheel-base, I want a broader torque curve and more peak horespower. I think gobs of down-low torque will upset the car more because of it's short wheel-base and low weight. I want to be able to maintain good fuel economy and durability as well. I do wonder however, if the engine design being a pushrod V8, just doesn't lend itself to high RPM applications?

Your thoughts on a high revving LS2

Any help would be appreciated. Thanks in advance.

ls2 max rpm

Share Share this post on Digg Del. In short no that's not a good idea. Ls engines make great power under 7k I realize it would be a small car but I think a motor with a redline with 4. To turn that kind of rpms you would need forged internals all around along with arp rod bolts and one hell of a valvetrain ie titanium valves, hardened pr 's and maybe even convert to a solid roller cam. IMO it's not worth it you can still have a fun motor with just a can and spring swap and spin it to As with any pushrod V8, it would have to be built with rpm in mind.

Doing it with an LS engine wouldn't be tough, but I don't care for the snap cap rods to start with. A good rotating assembly along with a stable valve train setup and it will turn rpm. You have to think "light weight" and that includes the rotating assembly as well as the valvetrain. An LS2 would be a good start with it's 4" bore.

You could even source a short stroke crank to drop the piston speed down. Thanks for the replies guys. Firebirdjones, in your opinion which LS engine would be the best to start with? My research has told me that rod bolts are absolutely necessary to upgrade in order to obtain those higher RPMs. I also hear you when you say the rotating assembly needs to be lightweight.

But I've also heard that the crank is hollow from factory, so what other steps would I need to take to lighten the rotating assembly sufficiently?For a street car, this design means excellent throttle response, torque and average power.

Dyno tests have proven that comparable aftermarket cathedral port heads can match a rectangular port in peak power, while proving much more impressive below the curve.

See Thru Rotary Engine MAX RPM - 29000 (Wankel Engine)

For road racing, a cathedral port is ideal, and has even proven to be quite capable in drag racing with an altered valve angle and larger runner sizes. There are changes throughout the model years, which are indicated with various casting numbers last three digits are the part number.

Though no longer produced by GM, all versions are fairly abundant used and work with any factory or larger bore. If you are new to Gen IIIs, please note that these heads are aluminum and unless otherwise noted, so is every other head in this book.

Following directly in the engineering footprint of the LS1 casting, these cylinder heads were used on the 4. The only differences between these heads and the LS1, besides the price, are the valve size and combustion chamber. Out of the box, the small valves make these heads a poor choice for performance applications, but these components are easily upgradable, which often makes for a great high-compression head that is easy on the wallet.

ls2 max rpm

These heads have been phased out of production in favor of higher-flowing, LS6-based castings. These heads came on low-performance 6. The early design was the only castiron LS head ever made, and the least desirable in a performance application. However, the later heads can be a good choice for boosted applications because they offer larger runners and combustion chambers for lower compression over the factory LS1 heads. Because these heads are no longer in production, they must be purchased used.

Though they are not the most common, they are also not the most desirable, so the price tag is usually very reasonable and work with any bore size. The hipo 6. Though the runners are identical to those on the LS6, its combustion chambers are larger, just like the LQ4.

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These heads are no longer in production, replaced on 6. Because of the small valves, these heads fit on small-bore applications though the large chambers may be a bit much. In its most potent form, these heads supported a conservatively rated hp on the Z06 Corvette.

ls2 max rpm

In production these heads have been repurposed on the aluminum 5. Although Chevrolet has invested plenty of time and effort into engineering a fine array of cylinder heads for the LS-Series engines, it still must focus on the needs of the massmarket consumer. Aftermarket companies have no such restrictions, and can craft performance-specific castings to meet the needs of racers and hardcore enthusiasts. Some of them are custom porting jobs based on existing factory castings, while others are completely custom castings.

This means an incredibly broad range of port sizes, chamber depths, and valve options exist for the discerning LS head shopper. If you need to feed a big-inch stroker LS or are adding forced induction, a well-engineered head that can aid your quest for power almost certainly exists.

Please note that the flow numbers have been provided by the manufacturers, and may not be perfectly comparable because they were acquired on different equipment. Still, they should be close enough to serve your needs when looking for a particular flow range. While not the largest name in the industry, AI is well respected. Specializing in such a finite area makes AI particularly knowledgable, precise, and efficient.

Each program is well thought out to appeal to a particular and common customer need. At the time of publication, AI had just completed several new heads with aftermarket and factory castings. It also offers intake manifold porting and valvetrain kits with a specially designed camshaft. These heads boast plenty of piston-to-valve clearance for anstock cubic-inch LS1 with a large-duration cam without cutting piston reliefsthough cutting the chambers can easily put compression over We are all about high-tech mechanical wizardry.

Nothing exemplifies that, in our opinion, more than a max-effort naturally-aspirated engine. There is no boost knob to turn up, pulley combinations to change, or bigger jets to run. EFI University hosts a number of classes designed to teach others the religion of horsepower, and this engine was built specifically for one of those classes. This is actually the first attempt at the new engine combo, so it should be interesting. Reducing friction and controlling valvetrain is the name of the game in this engine.

As Strader mentioned, this particular engine is a ground-up LS build, featuring exactly zero stock components. It features thicker cylinder walls and deck, a priority main oiling system, extended cylinder barrels, and splayed outer bolts on the middle main bearing caps.

Strader took the factory 4. For a destroked high-rpm screamer such as this, the rotating assembly is critical. As a base, a Winberg billet crank — machined from aerospace V steel — was used, with a short 3. In order to reduce surface area, and the associated friction, Strader opted for Honda-sized rod bearings, and even machined another percent off of them.

Strader also used the highest of high-end rod bolts, made from Carpenter Custom Age Plus steel. Made from M steel, the H-beam units are Honda-sized on one end, and sized to fit the custom wrist pin on the other.

Even the rod bolts are super-trick, using pieces made from Carpenter Custom Age Plus steel, as opposed to ARP or even L19 we feel the need to warn you to be sitting down when you look up the price of Custom Age Plus rod bolts.

The pistons are custom-designed of course billet slugs from Gibtech Pistons. Besides being designed for a stout Besides the thin crown and reduced skirt design, the real awesomeness comes in the ring lands and rings themselves.

The top ring is a. The second ring is slightly thinner—. The oil ring is a Hastings-style 2mm low-tension ring with a 4.Thus far, the prior chapters have outlined how to select the myriad components necessary to assemble a stroker LSseries small-block.

However, there are literally thousands of ways in which those components can be mixed and matched. Different horsepower goals, displacement targets, rules restrictions, budgets, and intended uses mean that diversity is just part of the engine-building game.

Even so, some stroker combinations stand out from the crowd, due to their raw power output, simplicity, sheer size, low cost, or efficiency. This chapter lists several exceptionally designed LS stroker combinations, ranging from affordable street motors to ci thumpers to all-out 9,rpm race engines.

Simply put, this ci race engine is one of the meanest LS small-blocks ever built. Without the assistance of nitrous or forced induction, it kicks out a staggering 1, hp and ft-lbs of torque.

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Built by the School of Automotive Machinists, the powers a 3, pound Camaro down the quartermile in 8. Based on a GMPP LSX block, the engine not only boasts a healthy dose of displacement, but it turns 9, rpm and breathes through a set of heavily massaged C5R cylinder heads that flow cfm. Interestingly, SAM students and instructors built this monster small-block as part of a class project.

The school operates one of the most respected vocational programs in the performance industry.

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Its unique curriculum covers short-block machining and assembly, cylinder head porting, CNC programming and operation, and race engine design. Proving that a well-executed parts combination can sometimes overcome a displacement handicap, this produces horsepower and torque figures on par with those of many and ci stroker motors, all while burning octane pump gas. It churns out hp and ft-lbs of torque on a Dynojet chassis dyno.

Using the accepted figure of percent drivetrain power loss, that equates to roughly hp and ft-lbs of torque. Peak horsepower figures aside, what makes this truly impressive is its broad powerband.

It produces nearly ft-lbs of torque at 4, rpm, and it carries most of it through the entire RPM range. For enthusiasts on a tight budget, a makes a lot of sense, as the largest bore a 5. When you match that bore size with a 4. As this wee beast illustrates, big performance can come in small packages.