If you're curious as to my interpretation of this month's test, I will say that the overall results left a permanent impression. Considering the LS2 churned out well over 560 hp and 520 lb-ft with excellent idle quality at 13 inches of vacuum, it's a true driver. And yes, that's on 91-octane. As an added bonus, we swapped the camshaft and went up another 8 degrees of duration, improving on our numbers with over 580 hp and 530 lb-ft, all the while maintaining 10 inches of vacuum at idle. As for the older Mouse, it was impressive, to say the least, but it's far more aggressive and lends itself as more of a weekend brawler when compared with this LS2. That said, dollar for dollar, at least in this comparison, the 402 LS2 proved that it can not only produce serious power, but with a relatively mild build it's perfectly suitable for the street. I'd like to see what this combination could produce with a stout solid-roller, but that's a story for another month.
Q&A With Kolby Enger From Turn Key SupplyCHP: Walking through your facility was almost a mirrorlike experience to walking through a GM warehouse. What are the bulk of the builds you do on a regular monthly basis?
Kolby Enger: Our primary sellers are the 450- to 500hp versions of the LS1s, and more recently we're starting to see more 500-plus-horsepower LS2s with forced induction going out the door.
CHP: Are you noticing any kind of trend in sales with the LS-series engines? KE: A lot of guys out there are building musclecars and outfitting them with modern-day components, including the suspension and drivetrain. Lately, we've been selling an incredible number of LS engines with retro kits that'll allow for a perfect fit underneath the stock hood while utilizing the existing motor mounts.
CHP: Is there a particular combination that outsells the rest?KE: Our engine-swap kits for '67-69 Camaros and '55-57 Chevys seem to be really hot right now.
CHP: What is it about the LS engines that you prefer over the older conventional small-blocks?KE: There are a few things, such as the aluminum construction and the bottom-end torque, and while the carburetor versions work well, we're partial to the electronic fuel-Injection setup. The EFI system we offer is fully programmable and capable of tuning any combination a customer can dream of. If a customer wants an out-the-door twin turbo system that can produce over 1,000 hp with a tune, we can do that too.