I have an LQ4 as well w LY6 heads. Forged flat tops and a SS2 cam

I'm doing the same combo, but with the summit stage 3 cam. How much power did you make? Sending it to 7500 rpm and a stage 4 cam sounds mad scary! Was afraid of piston to valve clearance with a manual. 😮

Same I've got a lq4 and I've got cnc ls3 heads with a ported ly6 intake, and stroked to a 398 with real light JE pistons. Btr stage 3 na cam. Dreaming of the day I get to start it up for the first time.

​@@crw3673that car probably drives like shit with a huge cam in it. Something tells me "7500 all day long" is a bit of an exaggeration.

What’s the PTV Clearance

Except it looses power down low. I'd like to see the LS2 with the trailblazer ss manifold to make it a more apples to apples comparison or even with the ls3 cam (not that there's much difference between the cam specs).

​@Dan-rg7jj . I agree my Holden VF motorsport edition LS3 lacks low down grunt compared to some of the 6L offerings

@@matthewbain6707 time for some 317 cathedral port heads for a couple hundred bucks second hand and a doman Ls2 intake to suit the cathedral heads off summit and a btr torque cam: 30202111r1. Change diff gears too.

​@@matthewbain6707Definitely swap to 317 cathedral ports, like Dan said. I'll trade you a set for your 821 rec ports and I'll throw in new gaskets and bolts .... and I'd still be ripping you off. A decent tune will give you more bottom end and there's dozens of cam choices, that will really give it more, obviously requiring a tune to match. Not very popular, due to people wanting to gloat dyno numbers, but some of the truck cams are excellent in street driven Commodores. Put the power where you use it, not somewhere above license loss in second gear.

​@matthewbain6707 what 6L comparing to? What model?

VF SERIES II SS also got the LS3. I own one, and it’s a beast of a motor.

They aren't very sort after. Iron blocks are actually better because you can bore out to 408ci whereas an alloy 6.0l block you can't got past 402ci plus you have to do more to them to make them work with gen iii operating systems like fit the knock sensors to the side of the block. So if running gen iii LQ4s are the best block to use and if running gen 4 LS3s are the best option. I'd rather LS3 - 416ci over LS7. More head choices.

​@@Dan-rg7jjYou have exactly no idea about the Australian LS market. L76, L77 and L98's are all very popular for conversions, fetching three or four times, what a grey import iron block 6.0 or 6.2 sells for. Weight being a big factor. Of the small number of people pushing past alloy block power, 2 out of 3 that are going to iron blocks are skipping factory blocks and going straight to Dart or similar.

We have LS 2 in Australia. People don't know the difference between a L98/L77 and a LS2.

I was wondering this as well. The cam choice was also more aggressive on the LS3. I would say they would be very similar like that of course the LS3 is always going to make more but I could see that gap being closer.

This has been done many times and the rec port heads make more power even with lower than LS2 compression. A stock LS3/L92 heads with stock LS3 intake manifold even with lower compression is known to make more power on a LS2 short block than a aftermarket LS2 heads Fast 90 combo when the cam size is similar. YES the LS2 will make more low end but we are talking aftermarket LS2 heads and intake manifold vs stock LS3 heads and stock LS3 intake manifold on less compression. Even out the playing field like you see here in the video and the differences get big. GM knew what it was doing in the progression of LS2 to LS3.

If it was "nothing" they would just leave it at 6 liters. It's no more "nothing" than the other changes made. All the changes make the 30 hp difference. It will be able to support more power and need less rpm to do it.

It won't be much there was only a 30 hp difference stock vs stock. With all the ls3 stuff on the ls2 the difference would be alot less.

@@midnight347 I had the same suspicion. I was mostly curious exactly how much hp and tq that small increase in displacement was worth.

just use math 495 hp/6.2l=79.83 hp per liter-then multiply by 6.0 (79.83x6.0) = 479 hp. But the same heads on the 6.0l will also drop compression compared to a 6.2L, and the LS3 cam is slightly different than the LS2 and the head flow should be slightly better on the larger 6.2L bore.

That is not a budget OEM piece-and you would be up 25-30 over LS2

@@richardholdener1727 what I meant by that if someone were to get a bare LS2/6.0 block and had to start a build if both top end pieces were roughly the same prices new old stock OEM or even lightly used pieces a shop wanted to sell would it be worth it. I know the true "Cheap" and easy less headaches route... Even more powerful way would be to just buy a complete LS3. These motors have been Frankenstein to the max I just wanted to know for science.

The LQ4s are good if you you have a gen 3 car and want big stroke with cathedral port heads.

the short block and piston speed should be the same, though I have been told that in endurance testing, there is a difference in piston strength between the LS2 and LS3. The story is that the pins eventually come out of the LS3 pistons and not LS2 (I have not verification of this). 8000 is the new 6000!

​@richardholdener1727 hey Richard I own an 88 pontiac gta with 305 tpi in it. I'm interested in supercharging it while leaving it completely stock for the reason of cost and I also love the tpi set up because of the nostalgic Era from when I was a kid and fell in love with look of it haha. Is it possible you can make video with this set up completely stock and supercharged to see what kind of power it makes also ran with the stock computer if it's possible

Except the L76 cam is tiny compared to the LS3's

​@Dan-rg7jj he's saying the displacement doesn't do much then forgets all about cam differences lol. Of course .2 doesn't do alot its all the changes combined that make the 30 hp difference stock vs stock.

GM opened the bore up to match better with the larger intake valve in the rec port heads. I'd like to see the comparison too though.

watch the video where I compared TFS 225 heads to the LY6 heads

@@richardholdener1727 ahhh. Id assume the 4.065 bore and greater compression of the 6.2 would do the same thing with a few more hp then

reversion is definitely linked to overlap

@richardholdener1727 So then LSA is the bigger culprit? Most of the performance boat part companies are saying just Duration. They will tell you that anything over 230 duration is going to cause reversion, but they doesn't sound true if LSA is high, like 115. Anyway, just thought you might want to research doing a video about it. I'm in a jetboat group with a few thousand members. This topic comes up all the time and it's always an argument.

🤣🤣🤣

Agree, and the slight bump in compression

lots of carb LS videos up

you would be much better off keeping the 5.3l crank-it makes more power everywhere and easily revs past 7500 rpm. We made 550 hp with a stock bottom end l33 5.3l with the right heads, cam and intake

@richardholdener1727 thanks. I'll definitely re watch all these videos. Want to keep the displacement low, and have to keep it under 400whp for the car I want to use and the power to weight ratio class I want to run in, but also want to hear the v8 rev out to 7200+ just because 🤣 Love the videos of the ones you de-stroked. Maybe run one of the setups you've shown in 5.3 and detune the 5.3 to make about 400whp and leave a lot on the table for later if I change classes?

I have not seen power from a damper-but I have seen stock dampers come apart (I have never seen an ATI do that)

HOW DO YOU GET THE 6.2L HAS THINNER WALLS-DID YOU MEASURE THE SLEEVE THICKNESS?

@@richardholdener1727 cylinders have 4.4 spacing and water jackets are not exact in size plus any corrosion 💁‍♂️ I'd put more psi on a 6.0 than a 6.2 if running a turbo. Just my opinion. I believe cylinder wall thickness because it's too much a variable. I'll take an extra 65thou for the reliability.

Truck 6.2 l92 is about same price as 6.0 ly6

@@7000U9ZHIFT I got lucky and found mine for 800 core charge and had rebuilt .

Throw it in a gbody

good choice

WOULD REQUIRE A BIG CAM, NO TIMING OR SOFTEN CHAMBERS

I can't-software won't allow it

@@richardholdener1727 😦 really?!?!? Sounds like you need some new software dude... 😆

Came to add a similar comment L77 in my Caprice, LS2 with with LS3 top end. Curious how that would hold up in his comparison.

I also have a G8GT , our cams are ridiculous !

see the many other 6.0L vids up-but near 550 hp

there would very little difference when run NA

@@richardholdener1727 really? Damn. Figured there’d be a big jump being I went from 7.82 as my best to 7.69 in the 1/8 as my best just from swapping to E85

more than you can make

Appreciate the response.

Kind of curious as to how the testing solved the #8 problems that LS2s have. #8 is always hot and always lean in stock fuel rail design and stock cooling flow.

@@meatybtz Fair question and I don't know I have the right answer for you. The context of the testing was for factory stock camaro racecar. As best as I can remember - the ECU was a Bosch Motorsports unit, so the calibration was probably not the "stock" calibration you'd find in a stock Camaro, Corvette, CTSV, etc.

Just take a 6.0 and bore it out...

@@GroovesAndLands ahh. That makes sense. Likely tuned to run 8 rich. I currently have an LS2 with a melted piston (just a bit on the edge), somehow it still holds compression despite the damage. Under normal street operation #8 just got too hot, looks like jet-cutting on the edge. In the larger experience with LS2s, I know that a LOT of people, even in stock configuration will end up damaging #8. It's a definitive weakpoint. In my case I think the fuel was boiling in the rail and that was just enough to lean out that cylinder enough to damage the piston. We've had about twenty other guys with LS2s lose a #8 piston in one fashion or another.

@@meatybtz Funny that with the early LS2 ECUs they didn't have cylinder by cylinder enrichment available, but once you move on to E38 they do...

not when the video was about an LS2 vs LS3-that would be a different displacement video-but I have run that test too

I READ ALL COMMENTS-AND THE DIFFERENCES WERE PRETTY EVIDENT IN THIS VIDEO

THE LS6 IS SOFT DOWN LOW COMPARED TO THESE

500-hp 5.3L na vids are up-but not very drivable

@@richardholdener1727 I’ve seen plenty of your videos but I’m more interested in seeing your take on engines built for heavy trucks and suvs and why haven’t you done a video on twin charging!!!!!???? Two turbos and a supercharger would be the ultimate for a 6.2 But please give some more insight on what it takes to get (in theory) a 98 k1500 suburban leveled and 24x14s to mive like a bat out of hell , maybe what swaps would be better for heavyweight trucks a lot of these builds revolve around cars so just curious about us 4x4 guys that like to play with power

The factory ran Rec ports on some 6.0Ls, it works fine

@richardholdener1727 I mean power wise, continuation of the test. Mix and match if you will? Compare ls3 heads on the ls2 and then add the ported rec port heads and compare.

NEITHER OF THESE-YOU NEED TO GO TO THE 5.3L ALUM BLOCK FOR BIG POWER

did you watch? 602 hp

L87 IS LT

you can and we have

I was expecting to see how the ls2 responded with better heads. I just did the f35 cam on ls2 with ls3 heads and intake on 06 Corvette