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Joined: February 2010
Posts: 39
Location: Bossier City, LA
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CorvetteChris wrote: LaTechGTO wrote: CorvetteChris wrote: 95% of the tech articles Ive read on Tech and even one more recently where they did back to back comparisons of the two, neither was really better than the other. I paid $150 for the LS2 manifold and fuel rails. Thats like a sore wiener, you cant beat it!
I san non-LS1 referring to 317 heads, LS2 headgaskets, LS2 intake/fuel rails/TB. Yeah, they are LS interchangeable parts, but just not that shit it came with on my stock block, baby 347 LOL
There have been a few FAST intakes blow under boosted conditions. They were all over 15psi, IIRC, and thats enough for me to stay away. i didnt want to spend the money on a single plane because I still run stock cubes and I dont think its worth the money, compared to what I already have. Will it make a few more HP, Yeah prob so, but so will 1 psi of boost LOL That is weird because I can tell a huge difference in just he molding between the LS2 and LS1 intake. The LS2 looks like the local kindergarten kids epoxied it together, lol. I spend about 3-4x more time porting and polishing LS2 intakes because they are so sloppy. Once again, like you said though, on your application (FI), you wouldn't notice more than a 10-15hp difference. I agree that is a decent price on the intake especially since it came with fuel rails. The LS6 intake is leaps and bounds better than the LS1, but my LS2 is a nice piece. Im not sure which ones you got your hands on, but its as clean at my LS6 was, and the actual surface that everyone sees is much smoother. I dont even think it would be a 10-15 hp difference if I swapped intakes.Hmmmm like I said earlier, that is weird. I have ported close to 10 LS2 intakes and they are all the same. Even after going pretty extreme on the runners, there are still deep pits at the joints of the molded layers. I disagree, and I am willing to let you borrow my intake and tb for testing purposes  Ive never ported one, so I will just take your word for it LOL All I was commenting on was the superficial appreance. If I would have already had an LS6 intake, I might have kept it, but there are guys running over 900rwhp through them and thats good enough for me. I ran the question by my tuner, who builds some absolutely sick shit, and he told me to go with the LS2. However, I have also seen awesome numbers (both dyno and track) from cars running the LS6.  HAHA, I was thinking that you were actually talking about the internal joint!!! I definitlely agree that the LS2 looks better on the outside. In fact, I talked to a friend of mine last night and he had never ported his an intake at all, and he was commenting on how crappy the insides looked.What benefit did you gain out of the 317s? I would have thought going with a 2.08/1.57 241 would have been the route to go since you already had the 241 and, once again, you are FI and the flow profiles don't matter as much as surface area. Are the 317s a 4" bore head (like LQ(X))? Baby 347 huh??? ... well I like my baby motor  ??? I sold my Tony Mamo ported AFR 205's for stock 317s to lower my compression. The 317's are basically LS6 heads with larger chambers from what I understand. The only other option I had was to change the pistons, and that seemed like a stupid idea compared to a head swap. Yeah, the 317 heads are off a 6.0 LQ9, which is a 4" bore. I definitely like my motor, but If I did it again, I would have gone a little bigger. Its not bad for a 100% true street car though I bet you came out with $$$ on top too, lol! You are right on both accounts... they have a very similar runner profile to 243 casting heads but the main difference (like you said...) is the combustion chamber. The 317s have ~71cc chambers while the 243 have ~64cc. I wouldn't say that it was your only option (some people fly-cut the pistons to reduce their SCR) but the most feasible, yes. When I go with a FI motor, I will most likely go with something in the low 400ci range (403 or 408) and try and keep my SCR ~10:1. That way I don't have to go to a race style FI to have to try and feed a big cubic inch motor. I hear about guys all the time building these huge, nasty big cube engines and have to go to a F1-R just to feed (turbos aside...) it because most roots style blowers run out of breath trying to supply the air. Hell, there are a few 427 guys trying to run 2300s, and they are having real fits.Yeah, I didnt even have a clean up pass done to resurface the deck of my heads because I wanted to keep them at ~71cc. Id prefer my motor be lower compression and run more boost as compared to higher compression with less boost. Flycutting was absolutely out of the question with my Weisco pistons with -2cc valve reliefs already in them. It was either a head swap or take the LME shortblock apart and start from scratch and that option didnt even cross my mind.
I know what you mean, I absolutely can not stand PD blowers. I think they are more of a heat pump than a supercharger.....from the aftermarket companies anyway.I totally understand all of that! I always pick at my friend with the Terminator. I ask him how he likes his pumping all of that hot air in his engine. His reply is 'well, it's gonna get hot anyways! haha' Oh, for some reason I was thinking that you were <10psi. HAHA, GOOD POINT! I like the way you think! Well, I have an EBoost2 so 3 of my boost settings are below 10psi, but the other 3 are above 10psi. I can change it while driving down the road....its that easy. Wow... how does your computer take the changes on the fly? At what boost level do you feel like it is borderline unusable in 2nd and 3rd gear (maybe in fourth too)?
Btw, don't take anything I am saying/asking the wrong way; I am still trying to learn real-life applications of what works and doesn't work, not just hear-say over the interwebz because I just might be going down this road pretty soon. So it would be nice to know what is worth it and works as opposed to wasting a lot of money with trial and error 
My shortblock has great fucking parts, but everythings else was really done with a budget in mind, hence the stock top end, used turbo kit, etc... I cant wait for the day when I get out of grad school and make good money to actually put a badass build together. 
HAHA, I know what you mean. I started to go with an extreme budget build back when I was in college. After I graduated, I decided that I would go FI, then I jumped back and forth between plans (Procharger, Maggie, H/C, H/C/I, etc) and jobs, lol, for almost a year and a half after I graduated. I spent more on heads than I originally planned for my whole entire top end build, or in more comparable situation, even more than I paid for my truck (even though it is a '98 Dodge Dakota 4x4, it still is a vehicle, haha). I was told over and over again that I would be hard pressed to hit anything over 400rwhp with as 'mild' as a cam that I went with and some LS6 heads. I can now sit back and laugh because I am pretty sure that I exceeded that goal by a long shot. I can't wait for my next build... I just have to find the car  [/quote] Well I am about to start graduate school in May so I wont be able to make any changes or start anything new for the next 3 years. [/quote] I never thought I would say this but just like someone told me... school is what is important and you won't believe the things that you can do when you get out. Sacrifice some of the modding now to be able to do it later and not have to worry about if you blow the motor.
The hardest part for me while I was in school is that I refused to put myself in a bind by trying to do what I wanted to do just so that I could have a fast car. I just settled with a full bolt-on car. Oh well, those days are long gone!
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04 YJ M6 GTO: Depends on what ur definition of "stock" is....
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