Chevy 6.0 LS2 Engine Specs, Problems and Reliability

Gen III small-block motor was a real breakthrough in the automotive world at the time of its presentation in 1997 and employment for Corvette’s fifth generation. It was the first restyling and modernization of the original small-block engine, presented by Chevrolet in 1955.

The old and fresh versions had no similarities, except for 4.4 in bore centers. Of course, many car enthusiasts felt excited and worried about this modification as everyone had already gotten used to the old Chevy motor, noted for its remarkable productivity, reliability, and reasonable cost.

However, pretty soon, everyone fell in love with the fresh LS1 as keeping the same small block could boast great power and durability. Just one look at that engine assured that it would definitely give you some extra hp.

In 2005, LS1 was replaced by the 6.0L LS2, applied for the new Corvette, Pontiac GTO, and Chevrolet SSR. It reached 400 hp with a 400 lb/ft torque at 6,500 rpm, and its compression index was 10.9. Naming LS2 as the Gen IV small-block, General Motors also created its variations for trucks. Despite some shortcomings, this motor is considered to be a new milestone in the history of the brand’s performance engines.

LS2 Engine Specs

Being the debut motor of the Gen IV small-block V8 range, LS2 had a displacement of 6.0 L, or to be more exact 5.967 L. Having a larger capacity than the 5.7-liter LS6, LS2 substituted it in some vehicles.

Having much in common, many parts of Gen III and Gen IV are interchangeable. However, always double-check the compatibility before substituting details.

LS2 reached 400 hp at 6,000 rpm with a 400 lb/ft torque at 4,400 rpm. As torque number equaled peak torque, LS2 achieved 400 rpm lower, contributing to a better feeling of the motor. If to convert the 6.0-liter displacement to cubic inches, we will get 364 cu in.

Compared to Gen III engines, LS2 keeps a bigger bore of 4.00 inches with a stroke of 3.62 inches. Moreover, the compression index was raised to 10.9. To compare, LS6‘s compression rate equaled to 10.5.

LS2 is the only motor of the series, which goes with an aluminum block and cylinder head. Like other motors of the LS lineup, this one features pistons made of hypereutectic aluminum alloy, which decreases the piston’s thermal extension and allows a denser fit between cylinder and piston.  Moreover, pistons had a flat-top design. LS2 utilizes a regular valve train with a pushrod overhead valve, keeping 1 intake and 1 exhaust valve per cylinder.

The release of LS2 meant the start of the production of GM’s Gen IV short-block V8 range. Providing more power, that platform had some other upgrades, including active fuel management. LS2, manufactured between 2005 and 2009, was first employed for Chevrolet Corvette; later, some other high-performance automobiles utilized it.

GM’s engineers decided to utilize cylinder heads with proven efficiency for the brand-new LS2 and borrowed them from LS6 motor, employed for Corvette Z06. While LS1 kept classic heads, LS6 gained enlarged inlet ports plus a combustion chamber with unshrouded valves.

The brand assures that such a design of cylinder heads is able to produce a more effective whirl of air/fuel blend in combination with flat-topped pistons. Thus, the compression index rises to 10.9 while LS1 keeps the one of 10.1 and LS6’s one equals 10.5. Consequently, the motor’s output increases to 400 hp, and, simultaneously, it reaches better fuel economy in comparison with its predecessor.

Similar to LS6, LS2 keeps 2.00 in intake valves and 1.55 in exhaust valves with valve springs built to deal with the motor’s 6,500 rpm revolutions range. LS2’s compression index is pretty high, and even not all high-performance V8 engines can boast of such a rate. Moreover, such an index will definitely make turbo and supercharger manufacturers interested in what’s the maximum boost this motor can reach.

LS2 cathedral-port cylinder heads may be CNC ported and milled up to 0.030 inches for better airflow for higher compression.

The compression of 10.9 may be increased to 11 by application of proper camshaft plus fuel with more octane.

Motors reaching 7,000 rpm and more may be modified with hollow-stem inlet valves from LS3. Being pretty light, they can be cut to 2.000 inches to be compatible with traditional valve seats.

The selection of aftermarket heads for LS2 is pretty vast, and they flow more smoothly and feature thicker decks to provide a proper head gasket seal. Various runner and chamber volumes are for sale, even from 15 degrees to 13.5 degrees valve angle for greater output. Thus, more than 480 hp can be reached with an average-sized camshaft and corresponding intake.

Additionally, the motor can be restyled with the help of LS3’s heads, intake, plus fuel rails. Valves are closed on a 4.000-inch bore, knocking down airflow and output. That’s why many car enthusiasts prefer to apply aftermarket cathedral port heads plus intake.

Gen IV small-block motors are equipped with a fresh single-bladed throttle body of 90 mm, which operations are controlled by electronic throttle control.

Electronic throttle control is present in all motors of the range, running without classic cable-operated throttle operations. Thus, gas pedal passes the information about the necessary throttle movement amount directly to the computer.

Car enthusiasts who have massive throttle bodies on their high-productivity LS1 (or LT1 on that score) are aware of the sensitivity of designs with one blade. However, General Motors assures that electronic control assists the 90 mm throttle body to operate smoothly and foreseeably. Furthermore, it excludes the need for an idle air control motor, cruise control module, plus throttle relaxer for traction regulation.

Motor’s throttle body is installed on intake manifold on a slight upward angle for minimization of water amount at throttle body’s underside. There is nothing extraordinary in manifold design, just an updated cross-over plenum construction compared to LS1 and LS6. Identical to Gen III variations, LS2 is built of lightweight composite material and goes in classic black color.

To the point, if you doubt the effectiveness of such a manifold design, we advise you to have a look at the fresh 3-valve 4.6 “cammer” engine of the 2005 Mustang. It keeps a very similar intake manifold, and even its front-and-center position resembles the one in LS1, LS2, and LS6.

GM LS2 Engine Problems And Reliability

The Chevrolet LS engine family is known for its durability and reliability. However, like any engine, the LS series engines are not without their problems. The pushrods are brittle, and the rocker arm trunnion bearings may go bad. You can either replace the rockers or get an upgrade kit with stronger trunnion bearings. I also upgraded to a higher-quality timing chain. If you use the stock water pump, the heater core ports may be readily removed with pliers and plugged and sensors if they’re not needed.

The stock ignition coils should be able to handle it up until 600hp, and I moved them out of the way so they could cool down. The lubrication system may require some attention if you want to keep your wet sump. The oil has to travel a long way through the engine before it starts to lubricate because of its design.

Is The LS2 Engine Reliable?

Yes, the Chevrolet LS engine family is known for its durability and reliability. The ls2 is a very reliable engine with only minor issues that I have heard or seen. They can handle approximately 800 horsepower and 6,500 rpm in boosted applications. If you’re upgrading to forged pistons, you’ll also need to be forged connecting rods. Even though it’s cast, the crankshaft can manage about 900 horsepower and 7,000 rpm for a short time (for a limited time).

How Long Do LS2 Engines Last?

LS2 engines can last for a long time if they are taken care of. Approximately you can expect it to last up to 300k-350k miles.

Updating the LS2 Engine Camshaft and Valvetrain

Camshaft updates are pretty common for LS motors.

Along with valve springs and rockers, it’s crucial that the camshaft is compatible with compression, torque converter, rear-end gears, etc. Remember that piston-to-valve clearance is dense with cams over 230 degrees duration at 0.050 inches. Usually, automobiles drive camshafts in about 220 degrees, while trucks do that in 208-215 degrees on the intake.

Spring kits can be subjected to regular 0.600-inch lift camshaft updates. Also, you may modify titanium retainers for valve float reduction.

Another LS2’s blindside is trunnion bearings in original rocker arms. While updating the valvetrain, you may install a trunnion upgrade kit as well. Original rockers are located on a pedestal and are available for 0.600 in lift. Street-driven hydraulic roller camshafts are limited to a 175-pound seat and 450 pounds of open spring pressure. Seeking for higher lift, consider restyling to full roller rockers.

4X, 2006 Corvette gear may assist in converting to a 3-bolt camshaft if your LS2 was released starting from 2007.

Additionally, LS2 motors, released after 2007, may have trouble with the spring-loaded tensioner. The way out is to apply a wedge-shaped timing chain damper from motors, produced in 2005-2006.

What Cars Have LS2 Engines?

• 2005 Corvette, 2005-06 GTO
• 2006 Corvette, Cadillac CTS-V
• 2007 Corvette, Cadillac CTS-V

Application of LS2 Engine Supercharger or Nitrous Oxide System

Chevrolet’s LS2 6.0L engine was first introduced in the 2005 Chevrolet Corvette. This engine is a Gen III V8 that replaced the LS1 motor, and it is a popular choice for many enthusiasts because of its power and reliability. The LS2 has been used in a variety of different vehicles, including the Pontiac GTO, Chevrolet SSR, and Holden Special Vehicles Clubsport R8.

The majority of supercharger kits are bolt-on and can be easily installed alongside original details and pump gas. You may also buy more professional superchargers, but be ready to make some other updates as well.

Nitrous kits can be applied instead, and they are pretty affordable and can be easily mounted. Street kits demand minimum updates in other motor parts. However, if you seek greater output, more severe motor upgrades details are required.

Street kits with up to 200 hp go well with original details. Higher output means more serious adjustments plus fuel with more octane.

A 4-corner steam kit is one more option no matter what you choose. It diminishes hot spots in the 7th cylinder, which lead to piston rings butting and cracking the piston’s ring lands.