[Editor’s Note: This LS2 engine upgrade guide is part of a series of LS engine upgrade guides assembled by a team of LS experts at Summit Racing that we are sharing at OnAllCylinders. The LS2 is noteworthy within the LS engine family in that it appeared in both cars and trucks (as did the L76). The car
Mechanically similar, General Motors’ LS and LS-based Vortec engines wound up on almost every branch of the GM family tree: Chevy, Pontiac, GMC, Cadillac, Buick—heck, even Saab, Hummer, and Isuzu got some LS love. Since LS and Vortec engines are so common, they’ve become the go-to performance and swap engines of the modern era. These motors are
LS engine enthusiasts are all too familiar with the infamous “sewing machine” sound that can come with an aftermarket performance cam swap. Basically what happens is the new cam affects the valvetrain in such a way that it creates a noise that’s eerily similar to the clatter of a sewing machine. It’s an annoying issue
Since the GM LS is such a popular engine series, LS-compatible parts are common and easy to find. Which means, if you’re using 1992-97 LT1-style heads on your engine, you may find more spring options if you look for valve springs designed for the LS. Those different spring types however, are not compatible. Fortunately, the
Editor’s note: The 1980s was a transition period for engine technology in America. The iconic carburetor gave way to fuel injection. Cubic inches were out, and liter designations marked a new era for engines — one when power and fuel economy were no longer mutually exclusive. This modern engine age has featured some of the best innovation, technology, and performance
Everything I read says that the big rectangle ports for LS engines flow better than the cathedral ports. But then I know some pretty quick street cars running cathedral port heads. So for a 6.0L LS street engine, what would you recommend? My engine will be backed by a T-56 six-speed and 3.42:1 gears in
[portfolio_slideshow id=22157] As the guys at Chevy Hardcore point out, 500-horsepower ain’t what it used to be. A 500 horsepower daily-driven street mill simply won’t garner attention at local meets or gas station pumps like it used to. To be honest, it’s almost too easy to make power these days with late-model mills such as the GM LS engine. But is
It’s a fact: GM LS engines consume excessive amounts of oil. Supercharged or turbocharged engines, as well as engines regularly run to the rpm limit, use even more. One reason for this high oil consumption is oil volatility. The harder you run your engine, the hotter the oil gets, causing some of it to evaporate. The
When we last left you, Trick Flow Specialties was in the process of building the short block for its 440 cubic inch GM LSX engine (440 LSX, Part 1). Designed for LS development work on Trick Flow’s Superflow dyno, the short block was built heck for stout—GM Performance Parts LSX iron block, 4.125-inch stroke Lunati Pro-Series
440 cubic inches used to be the domain of rip-snorting big block engines. Even more specifically, the number 440 denoted the rip-snorting big blocks produced by Mother Mopar and the Pentastar Kids. That was then, though. Thanks to the proliferation of high-quality factory and aftermarket blocks and stroker kits, you can build 440 cubes out
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