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Chevy Small Block Dyno Tests - Old School Meets New

Chevy Small Block Dyno Tests
Inside is a complete Lunati LS1 Pro Series stroker kit assembly featuring a 4340 forged crankshaft with a 4-inch stroke, 4340E billet rods, forged pistons, and main bearings. Yeah, this baby isn't going to break anytime soon, and the added rigidity will allow for aggressive testing in upcoming issues. One thing we need to note is that the crankshaft featured a 24-tooth reluctor wheel, which was swapped for a 58-tooth wheel to work with the Edelbrock controller.
Chevy Small Block Dyno Tests
Like the LS1/LS6 and LQ9 blocks, the LS2 features a six-bolt main. The inner bolts were torqued to 58 ft-lb, 55 ft-lb for the outer, and 25 ft-lb for the cross-bolts.
Chevy Small Block Dyno Tests
One of the biggest advantages of the LS engine is having the ability to swap camshafts with minimal effort. All you have to do is remove the front timing cover, loosen the rocker arms, and slide two rods to support the lifters. Keeping that in mind, we started small with the 230/232 duration at 0.050 (PN XER281HR) and later stepped up to a larger 238/240 duration stick (PN XER287HR).
Chevy Small Block Dyno Tests

Peak power was had with a 72/79 jet combo through a 750-cfm Mighty Demon.

We used 13⁄4 Hooker long-tubes with mufflers for every pull.

The front timing cover, oil pan, and valve covers are all factory issue.

Turn Key offers this trick-looking balancer for $280.

Bare aluminum LS2 blocks can be had for only $995.

Dart 225cc Pro 1 LS1s are true bolt-on pieces and retail for only $1,620.

Chevy Small Block Dyno Tests Timing Chain
To help keep the timing in check, we used a Motion double-roller timing chain. The raised ridge is where the cam sensor takes its reading.
Chevy Small Block Dyno Tests
Head gasket of choice was a factory 6.0L steel gasket that measured 0.057 inch compressed, giving us 11:1 compression with the 62cc-chamber Dart 225s.
Chevy Small Block Dyno Tests Roller Lifters
Rather than using the factory lifters, we went with Comp Cams Pro Magnum hydraulic-roller lifters, specifically designed for high-rpm floggings.
Chevy Small Block Dyno Tests
Unlike the LS1/LS6 and the LQ9 block, there are no bosses for the dual knock sensors in the valley pan; instead they're placed on the side of the block. Also, if you're using an older LS1/LS6 processor, be sure to use the correct knock sensors, as the LS2 knock sensors feature a two-wire design over the previous one-wire setup and are incompatible with the LS2 processor.
Chevy Small Block Dyno Tests Cylinder Head
Moving the air is a set of Dart Pro 1 LS1 cylinder heads. Cast out of 355-T6 aerospace alloy, they feature 2.05-/1.60-inch intake/exhaust valves and a 225cc runner volume (205s are also available) and can flow as much as 313 cfm on the intake port and 214 cfm on the exhaust at 0.600 inch lift.
Chevy Small Block Dyno Tests
While the ports are as cast from Dart, the combustion chambers are bowl-blended on a five-axis CNC machine and available in a 62cc configuration.
Chevy Small Block Dyno Tests
While the ports are as cast from Dart, the combustion chambers are bowl-blended on a five-axis CNC machine and available in a 62cc configuration.
Chevy Small Block Dyno Tests
An added bonus to the Lunati stroker kit is that everything comes balanced and ready to be assembled. Included are plasma-moly file fit rings with billet rods measuring 6.125 inches in length.
Chevy Small Block Dyno Tests
Since the intake rocker-arm stud extends through the port, it's a good idea to use sealant to prevent any oil from seeping in. To keep the head mated to the block, we used a complete set of ARP head studs. The smaller upper bolts were torqued to 23 ft-lb while the larger bolts were set at 70.
Chevy Small Block Dyno Tests
Completing the valvetrain, we used a set of Comp Cams 1.75:1 roller rockers with a 3⁄8-inch stud.
Chevy Small Block Dyno Tests
Expect to dab a little sealant on the four corners of the front and rear cover prior to mounting the oil pan. It's also important to note that on any stroker combination, you'll need to place a washer, measuring 0.110 inch, underneath the windage tray to prevent the crank from rubbing into it.
Chevy Small Block Dyno Tests
Again, even with the manifold, there's no sealant here. Simply press in the factory rubber O-rings. If you can't get them through your local GM dealer, Turn Key can take care of your needs.
Chevy Small Block Dyno Tests
The end product is eye-fetching, isn't it? While we chose to utilize Westech's MSD coil packs and wires, you can shave off $680 if you have access to the factory pieces; however, you should be aware that the MSD unit is designed to work with the factory electronics and will be offering a programmer to control every aspect of ignition timing.
Chevy Small Block Dyno Tests
We gained an additional 5 hp by using a 1-inch tapered four-hole Super Sucker spacer from High Velocity Heads, netting us the final 583hp figure.
Chevy Small Block Dyno Tests
If you plan to use an LS2 block like we did with the LS1 Edelbrock manifold and controller, be advised that you'll need to do a slight modification. The LS2 uses a 5-volt cam sensor, whereas the LS1/LS6 and LQ9 use a 12-volt cam sensor. Since the controller was originally designed to read the 12-volt sensor, you'll need to reverse the two outer wires to change the polarity. This works well, but by the time you read this, it'll already have been addressed.

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Chevy Small Block Dyno Tests  Chevy Small Block Dyno Tests
Chevy Small Block Dyno Tests  Chevy Small Block Dyno Tests
Chevy Small Block Dyno Tests  Chevy Small Block Dyno Tests
 
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