Best Letter Ever!
First of all, let me congratulate you on an outstanding magazine. The balance of technical articles and feature cars is second to none, That said, the reason I am writing is that in the August '09 issue you give the cylinder length of various LS engines-what about the LS2 and LS3/L92? Are they the same as the LS1? Also, could you tell me the main difference between the 4L60E and the 4L80E? Are the gear ratios the same? Does the 4L80E share the same fragile input drum as the 4L60E? How much torque can it handle? When I am released I plan on installing a stroked LS3 (416 cid) into my '78 Corvette. I would like to use an automatic, but would like one with a gear ratio spread closer to a 200-4R. What about a 6L80E? I like the gear ratio spread, but will it fit in my trans tunnel without major modifications? I want to thank you for your time in advance, because of my current situation I am unable to research this information myself.David Dalton
Cooper Street Correctional Facility
Jackson, MI
First of all, let me commend you on your command of the English language and fantastic handwriting. You definitely can't judge a book by its cover. According to Judson Massingill of the School of Automotive Machinists the LS2 has 5.475-inch long cylinders (an LS1 is 5.455 inches), and the L92 is 5.460 inches. I wouldn't let this discourage you from building your 416 LS3, just make sure you have a piston design friendly to the LS-style block.
The 4L80E is an extremely sturdy trans and virtually indestructible when built properly, comparable to a Turbo 400-I've seen guys run high 7s with these trannies. Unfortunately the 200-4R gear ratios fall directly in between the 4L60E and 4L80E in First and Second (Third gear is 1.00:1 in all three). Thankfully there are now aftermarket planetary gearsets for these transmissions that should put you in the ballpark with a 2.75 First and 1.57 Second. If you plan on staying naturally aspirated I would recommend going with a 4L60E from a reputable builder, using your desired gearset. Thinking of adding nitrous? Go for the 4L80E.
And Then There's This Guy
I've just received my last issue of GM High-Tech and won't be renewing my subscription. I subscribed to GM High-Tech after purchasing my 2006 Impala SS, hoping to periodically see some performance tips for the SS. After two years of disappointment I'm cancelling. There are never any articles on tuners, re-carbing throttle bodies, intakes, turbos, blowers, nitrous, or air intakes for this car or engine. Never. Your "Easy Bolt-Ons" articles are far from easy. We are talking major tear-downs and rebuilds that take a week or better to do unless you have a full-blown, professionally equipped garage. Well, most of us don't have those kinds of resources.
The magazine should be renamed to Corvette and Camaro Corner or GM's High Dollar Hot Rods, because that seems to be all you guys write about. You have to be fairly wealthy to afford the parts you guys install! Why don't you cover some less expensive cars and hardware? The majority of us do not have unlimited funds like your magazine's garage does. We support families, and are on a budget, unlike our government.
Give us a break will you?
Po' Boy in PA,
Jean Strojny
GMHTP has always been predominantly an F-body magazine and will continue to be, though we hope to cover as many other late-model GM EFIs as we can. If you scour the internet, decent LT1 F-bodies are going for under 4 or 5-grand, hardly high dollar. We've done our share of budget stories including with my '94 Formula, which I picked up for a whopping $2,500. And FYI, anything that requires changing pistons or heads is not a bolt-on. Never said it was.
Mail
Please send all letters to: scott.parker@soRC.com, or mail to: GM High-Tech Performance, 9036 Brittany Way, Tampa, FL 33619. All letters are presumed for publication and GMHTP reserves the right to edit all letters.