So what exactly is differnt about the ls2?

[JUS]

i have heard rumors about some kind of wacky 3 valve setup.....what is known so far?



-JUS-

[Sandman]

3 Valves are true as far as I know
Cam, Heads, displacement (6.0), intake, exhaust, etc etc.

[TARZAN]

nothing except for stickers and some tic-tacs:cool:

-Will

[C-B64]

Originally posted by Sandman
3 Valves are true as far as I know
Cam, Heads, displacement (6.0), intake, exhaust, etc etc. :werd:

[Chrohm]

it's a diagonal wheel drive too...

[drptopz]

I read the other day that it may be a dry sump oil system as well.

[Rick76]

The new 6.0-liter LS2 is part of the fourth generation of GM’s small-block engines. The small-block debuted in 1955 with 265 cubic inches and 195 horsepower. Since then, this legendary family of engines has been an integral component of Corvette’s performance history.

“It’s almost impossible to talk about Corvette without the small-block,” said Dave Muscaro, GM Powertrain’s assistant chief engineer of small-blocks for cars. “As Corvette has grown into a world-class sports car, the small-block has grown with it. The LS2 is a state-of-the-art engine that draws on a rich heritage of performance.”

The LS2 also raises the bar for standard performance in the Corvette, delivering 400 horsepower at 6000 rpm and 400 lb.-ft. of torque at 4400 rpm – an increase of 50 horses and 40 lb.-ft. of torque over the previous Corvette’s LS1 engine.

“More than dynamometer numbers, the LS2 engine’s range of power and torque is broad and very usable in everyday driving,” said Muscaro. “This engine is smoother, and more refined, but at the same time retains tire-thrashing output.”

Design changes for the better

Compared to the Gen III-based LS1, the LS2 incorporates several significant changes that help improve performance, reliability and serviceability:
All-new aluminum block casting incorporates provisions for external knock sensors and revised oil galleries; external sensors improve serviceability
Cylinder bore diameter increased to 101.6 mm (4.00 inches), increasing displacement to 6.0 liters
Camshaft lift increased to take advantage of increased cylinder head flow
Camshaft sensor relocated from the rear of the block to the front of the block provides room for new oil galleries
Flat-top piston design with lower ring tension reduces friction
Piston floating wrist pins help quiet the engine
Redesigned, “wingless” oil pan with cast baffling has reduced mass and provides superior oil control under high-performance driving maneuvers
Revised exhaust manifolds are 33 percent lighter
More efficient ignition coils require less energy to provide a comparable spark
Compression raised to 10.9:1
Larger, 90-mm single-blade throttle body
Reduced-mass water pump design with improved sealing capability
Engine “redline” raised to 6500 rpm
Revised and more powerful engine controller incorporates all electronic throttle control functions.
Mass has been reduced by 7 kilograms on the automatic version.
Cylinder heads for the LS2 are derived from designs used in previous Corvette Z06 models, including raised intake ports and an unshrouded-valve combustion chamber design that, when combined with the engine’s flat-top pistons, produces a more efficient swirl of the air/fuel mixture. This efficiency enables a higher 10.9:1 compression ratio, which increases fuel economy and horsepower.

Valves measure 2 inches for the intake and 1.55 inches for the exhaust. The valve springs also have been upgraded to withstand the engine’s increased power and rpm range.

The LS2’s new oil pan was developed to ensure oil delivery commensurate with Corvette’s high-performance capability. Extensive track testing has shown the new design to provide better oil control under the extreme demands of high-rpm/high g-force driving maneuvers. The elimination of the previous “gull wing” oil pan design also reduces the engine’s oil capacity from 6.5 quarts to 5.5 quarts with a dry filter.

Engineers also increased the efficiency and reduced the mass of the exhaust manifolds. Wall thickness of the manifolds is reduced from 4 mm to 3 mm, eliminating weight and helping enhance airflow by approximately 4 percent.

“We sweated the details to ensure the engine maintains a balance between performance and efficiency,” Muscaro said.

Several of the new features of the LS2 were incorporated as continuous improvements to later versions of the Gen III engine, including long-life, iridium-tip spark plugs; pistons with full floating wrist pins; a redesigned water pump that significantly reduces the probability of a leak; and a stronger, long-life timing chain.

Building on a proven foundation

The LS2’s Gen IV architectural roots lie in the proven LS1 5.7-liter Gen III V-8 that was standard in the Corvette C5. It was an engine that redefined performance and efficiency expectations of cam-in-block architecture.

Like the venerable small-block engine introduced in 1955, the modern small-block features a 90-degree cylinder bank arrangement and 4.40-inch bore centers – the distance between the center of one cylinder and the center of the next. The Gen IV builds upon the strengths of the Gen III small-block architecture, including:

Aluminum block with iron cylinder bore liners: The lightweight block is cast from 319-T5 aluminum with cast-in-place iron cylinder bore liners. A die-cast aluminum valley cover and upper deck rails tie together the cylinder banks, increasing torsional and bending stiffness.

Deep skirt block: Structural rigidity and operating smoothness is enhanced because the engine block extends below the crankshaft centerline.

Cross-bolted main caps: Two horizontal cross bolts for each main bearing cap complement four traditional vertical main cap bolts and contribute additional strength and smoothness to the engine’s rotating assembly.

Gerotor oil pump: Simple and compact in design, the gerotor-style oil pump fits the shallow oil pan and offers superior pumping capability.

Balanced cylinder head design: Performance and efficiency is enhanced with identical airflow and energy direction for each cylinder.

Coil-near-plug ignition: A separate ignition coil pack and short spark plug wire for each cylinder maximize the efficiency of the delivered coil energy, enhancing fuel efficiency and power.

Electronic throttle control (ETC): Instead of a mechanical linkage between the gas pedal and engine throttle, an electronic throttle control system improves driveability and reduces overall system complexity by eliminating typical conventional mechanical items, such as the idle air control motor, cruise control module and throttle relaxer (traction control).

Because the LS2’s new engine controller incorporates ETC commands, the separate ETC module used on the LS1 is no longer required. This allows faster communication of the controller to the throttle, as well as reducing the mass and complexity of the system. Additionally, emissions are slightly improved with the damping of unnecessary throttle movement.

Improvements to the engine’s crankcase breathing and ventilation were made similar to the LS6 engine, including moving the crankcase ventilation system’s PCV valve away from the rocker covers and into the block valley.

“The small-block V-8 is a powerful and continually refined package that stacks up with the best engines around the globe,” said Muscaro. “The Corvette is simply the best way to showcase its world-class traits.”

Exhaustive efforts

Advances in catalyst substrates made possible catalytic converters that are at the same time more effective and less restrictive for the LS2’s exhaust. The new converters are mounted closer to the exhaust manifold for quicker lightoff and reduced cold-start emissions. As a result, the more restrictive quad catalyst design of the LS1 – with its small, auxiliary “pup” converters – was not necessary to meet emissions requirements. An additional benefit of the exhaust system’s development was the elimination of the LS1’s air injection reaction system.

Subtle adjustments were made to the C6 exhaust system itself to improve its performance. Sharp angles in the tubing have been replaced with more gradual bends. A larger muffler volume and tri-flow technology eliminated certain periods prone to unwanted noise, particularly between 1500 and 2400 rpm. An inline muffler that flows more efficiently replaces the laterally mounted muffler in the C5. These changes, coupled with one converter per exhaust bank, reduced backpressure in the system and contributed to the LS6’s 400 horsepower and 400 lb.-ft. of torque.

[wannafbody]

the LS7 is the 3 valve from what i've heard

[Chevcamaro18]

I could make it very simple for you really...

LS1--Badass
LS2--More Badass

:D

[FlagSStaff]

So how compatible are the parts between LS1 and LS2, if at all?

[ChkPtCharlie]

well considering a possible different head setup, and a larger bore, it all depends.

[White97z28]

LS2 does not have 3-valve heads this year, they will be here shortly.....LS1 and LS2 are totally different motors ci wise...the only things you will be able to use on a LS1 is the 3-valve heads..;)

[Cam]

Originally posted by White97z28
LS2 does not have 3-valve heads this year, they will be here shortly.....LS1 and LS2 are totally different motors ci wise...the only things you will be able to use on a LS1 is the 3-valve heads..;) That jives with everything I read.

Rick76, do you mind if I copy your post and make stick it to the top of the forum?

[QWIKLS1]

Just don't buy one the first year.. :wall:

GM has history on their side as far as letting the customers do their final debugging... ;)

Matt

[ChkPtCharlie]

Originally posted by Ole1830
Just don't buy one the first year.. :wall:

GM has history on their side as far as letting the customers do their final debugging... ;)

Matt

*cough* crossfire *cough*

[bodhi]

I like the idea of deleting the AIR system, the secondary cats, and the improvements to the Throttle mapping.
I am interested to see the overall differences in the head design adn just how significant they are. I'm still skeptic. The LS2 could be little more than a glorified LS6 at this point. Definitely refined and large, but no real technological improvements.

Remeber people, we have a Supercharged DOHC Mustang running around with Manley rods, Cast iron block, adn forged pistons from the factory for around $30k. Not to mention that people are hitting 4 digit RWHP numbers without touching the bottom end.

The hope appears to be in the LS7.

[Cam]

From everthing I've been able to dig up so for, it sounds like the heads are basically a revised LS6 design. With the larger bore, I think the HP potential will be higher than the LS1 once you start modding.

I agree that the LS7 should truely be the shit. 6.4L with 3 valve heads? Sign me up! :D

[DarkPhoenix]

Some more reading on all of the differences in the engine and car.

http://www.fast-autos.net/chevrolet/chevroletc6.html

[Cam]

Originally posted by Blk02ls1a4
Some more reading on all of the differences in the engine and car.

http://www.fast-autos.net/chevrolet/chevroletc6.html Great article! :beer:

[Patman]

Originally posted by Ole1830
Just don't buy one the first year.. :wall:

GM has history on their side as far as letting the customers do their final debugging... ;)

Matt

I don't see a problem here, just look at the 1997 Corvette, it is no less reliable than the 1998 model was. The 97 proved itself to be a very reliable "first year" model.

I know about the 1984 Corvette all too well though, I had one! What a POS! :smack:

[WS6HUMMER]

Originally posted by JUS
i have heard rumors about some kind of wacky 3 valve setup.....what is known so far?



-JUS-

I've heard the 3V setup will come later and only on the model that will replace the ZO6. The bore on all LS2's will be increased to 4.00 but will retain the same stroke as the LS1.

Hummer

[JUS]

can you imagine how much Arse the C6-R will kick??

[Eastern Bowtie]

Think they'll have the piston slap straightend out for the LS2 motor?

[Big Als Z28]

piston slap has basicly been cured with coatings and tighter tollerences.
the LS2 does not have 3v heads. Think of the difference between the SBC and teh LT1 engine. Same block, with minor differences. The Gen III and Gen IV blocks are very similar. That article explains it. Gen IV motors are also designed for cylinder deactivation where Gen III's are not. The LS2 does not have DOD, but the truck motors will have it as will some 6cyl models. There is an article on the LH6 5.3 DOD engine in PHR this month, its a good read.
3v heads will probably show up on the Z06, and 3v heads will show up on V6 engines too.

[Eastern Bowtie]

Originally posted by Big Als Z28
piston slap has basicly been cured with coatings and tighter tollerences.


For what model year? Because I bought a brand new '02 and it's on it's way back for a noisy engine .

[LS2PERFORMANCE]

Originally posted by White97z28
LS2 does not have 3-valve heads this year, they will be here shortly.....LS1 and LS2 are totally different motors ci wise...the only things you will be able to use on a LS1 is the 3-valve heads..;)

I'm assuming you will be able to use the uprgraded LS2 head on the base LS1 blocks also. With a little bit of modification of course specifically in the cylinder area. Plus I'm sure there's other things, but you get the picture.

[SMOKINV8]

What are the motor mount locations like? How feasible would it be to reuse ported LS1/LS6 style heads on a fresh LS2 shortblock? Would their be any PCM conflict with the sensors by swapping an LS2 shortblock into a 98+ F-body?

[Big Als Z28]

the LS2 will be just like the LS1 visualy. It will drop right into your where your LS1 or LS6 was. I belive the heads There isnt enough information or at least no one outside of some GM engineers to compare it to the LS1. I have some info, and they have a good review of it in Car Craft this month, but off teh top of my head, any type of interchangeability between the 2 engines possible, but I dont know about sensors and what not..

[SMOKINV8]

Thanks for the info Al. :)

I wonder if the change in the camshaft sensor position location will effect the cam design at all...

[99huggerorangeZ]

how about the ls2 90mm tb will that bolt on to the ls1 might be a cheaper solution for those looking for a tb for a fast 90mm intake?

[Big Als Z28]

yeah, the TB should fit, but the TB is a fly-by-wire TB and there is no mechanical linkage. I dont know how hard it is to switch it to mech. linkage.