Chevy LS2 Head Bolt Torque Sequence and Angle Stages
Chevy LS2 head-bolt sequence guide: new OEM M11 bolts at 22 lb-ft, then 90° and 70°, five M8 bolts at 22 lb-ft, preparation and verification.
For a production Chevrolet LS2 using new GM-style torque-to-yield bolts, tighten the ten M11 head bolts in the factory center-out sequence to 30 N·m (22 lb-ft), repeat the sequence adding 90 degrees, then repeat it adding 70 degrees. Tighten the five M8 upper bolts to 30 N·m (22 lb-ft), beginning at the center and alternating side to side while working outward. This schedule applies to the LS2's second-design, common-length M11 hardware; it is not the early LS1 split-angle schedule and it does not apply to aftermarket studs.
A Chevrolet LS2 head installation is not finished when a torque wrench clicks at 22 lb-ft. That first pass only establishes a consistent starting load. The next two M11 passes stretch each new factory bolt through measured rotation—90 degrees and then 70 degrees—to produce the intended clamp load across the multi-layer-steel gasket. Missing an angle pass or applying both angles as one casual turn can leave the gasket unevenly loaded.
The LS family also contains an important trap. Early first-design Gen III blocks used eight long and two medium M11 bolts and a split final-angle schedule. The LS2 is a Gen IV, second-design application with ten common-length main bolts and the 70-degree final pass on all ten. A bare block, swapped short block or unidentified rebuild should be measured and identified instead of classified from the vehicle badge alone.
This guide keeps the page indexable with a visible limitation until a licensed bank-specific bolt-location drawing can be reproduced. Its interactive graphic controls the tightening passes but deliberately does not pretend to show exact physical locations. Keep the applicable GM service illustration beside the engine so left- and right-bank numbering cannot be mirrored accidentally.
Interactive LS2 15-fastener tightening controller
Branded downloads includedPNG and PDF exports carry the TorqueSheet logo, torquesheet.com, source-page URL, and republishing attribution request. The PDF source link is clickable.
Use the numbered steps to control pass order. This is a sequence aid, not a scaled physical bolt-location drawing; match every number to the bank-specific GM service illustration before tightening.
Chevy Ls2 Head Bolt Torque Sequence Diagram
| APPLICATION / ITEM | SPECIFICATION | NOTES |
|---|---|---|
| M11 bolts 1–10, pass 1 | 30 N·m (22 lb-ft) | Follow the exact center-out order |
| M11 bolts 1–10, pass 2 | +90° | Angle added from the end of pass 1 |
| M11 bolts 1–10, final pass | +70° | Repeat the same order |
| M8 bolts 11–15 | 30 N·m (22 lb-ft) | Center first, then alternate outward |
| Production LS2 M11 design | Ten common-length 100 mm bolts | Identify the actual block and bolt kit before assembly |
Each LS2 cylinder head is retained by ten main M11 bolts and five smaller M8 bolts. The M11 bolts use torque plus angle to create clamp load, so an angle gauge, clean dry blind holes and new fasteners are essential. Confirm the engine, block, gasket and fastener kit before assembly because stroker builds, swapped blocks, repaired threads and aftermarket fasteners can require a different procedure.
How to use this specification correctly
- 01
Decode the vehicle VIN and record the block casting, head casting, gasket part number and fastener-kit part number. Confirm the assembly is genuinely an LS2-style second-design combination.
- 02
Inspect the deck and head surfaces with the service-limit method. Correct warpage, corrosion, fire-ring damage or pulled threads before installing a gasket; extra bolt torque cannot repair a sealing surface.
- 03
Clean every blind M11 and M8 hole to the bottom. Remove coolant, oil, old sealer and debris, then inspect threads. Fluid trapped below a bolt can hydraulically crack the block or create a false torque reading.
- 04
Install the correct new multi-layer-steel gasket dry and in its marked orientation. Set the clean cylinder head straight down without sliding it across the gasket's sealing layers.
- 05
Install new OEM-type M11 and M8 bolts in their correct locations. Apply only the thread/head treatment supplied or specified for that fastener set; do not improvise with anti-seize or extra oil.
- 06
Hand-seat all fasteners, identify M11 positions 1 through 10 from the correct left- or right-bank GM figure, and make a written pass chart. Do not infer a mirrored pattern from memory.
- 07
Tighten M11 bolts 1–10 in sequence to 30 N·m (22 lb-ft). If a bolt reaches torque unusually early or feels rough, stop and investigate the hole and hardware.
- 08
Zero a torque-angle gauge at each bolt and repeat positions 1–10, adding 90 degrees. Mark every completed bolt so an interrupted pass cannot produce a skipped or doubled fastener.
- 09
Repeat positions 1–10 once more, adding 70 degrees. Use a stable breaker bar and smooth continuous rotation; do not substitute a guessed final torque number for the specified angle.
- 10
Tighten M8 bolts 11–15 to 30 N·m (22 lb-ft), beginning at center position 11 and alternating side to side outward. Complete both banks, reinstall removed systems by their own specifications, then pressure-test and monitor the first heat cycle without retorquing unless the gasket or fastener maker explicitly requires it.
Why the LS2 uses torque plus angle
Torque is strongly affected by friction under the bolt head and in the threads. The initial 30 N·m pass seats the joint; measured rotation then advances the fastener a predictable amount and stretches the torque-to-yield bolt into its designed working range.
Because that stretch is intentional, a used factory head bolt is not a known spring. Measuring its relaxed length does not restore its original clamp behavior. GM's procedure calls for new bolts, including the smaller M8 fasteners.
Do not copy the early LS1 final-angle schedule
First-design LS blocks can be recognized by two M11 tap depths and a mix of long and medium main bolts. Their published final pass is not the LS2's all-bolt 70-degree pass. GM later standardized the M11 holes around the common 100 mm bolt used by second-design and Gen IV applications.
If an LS2 vehicle contains a replacement or modified block, verify hole depth and fastener length before turning any bolt. A bolt that bottoms in a shallow blind hole can register torque while providing little or no gasket clamp load.
OEM bolts, ARP bolts and studs are different systems
The 22 lb-ft plus 90 plus 70 method is for new production-style torque-to-yield hardware. Aftermarket bolts or studs specify their own lubricant, washer orientation, tightening sequence and torque stages. Friction changes from the supplied lube are part of those published values.
Never combine the GM angle stages with an aftermarket kit's torque value. Also check whether the stud system changes installation clearance or requires the heads to be fitted before the engine is placed in the vehicle.
Preparation determines whether the numbers work
Use non-abrasive cleaning methods that do not remove deck material or leave abrasive grit in oil and coolant passages. Check dowels, verify gasket bore and coolant-hole compatibility, and keep solvent away from the installed gasket.
Chase or repair damaged threads only by the engine builder's approved method. A generic tap can remove parent metal and loosen thread fit; a thread insert must be installed to a depth and type suitable for the block and clamp load.
Final quality-control checklist
- VIN, block and heads positively identified
- Second-design ten-equal-length M11 layout confirmed
- Correct dry MLS gasket and orientation confirmed
- Deck and head flatness within the applicable limit
- All blind holes clean, dry and unobstructed
- New M11 and M8 production-style bolts installed
- Exact bank-specific GM number map in view
- M11 pass 1 completed at 30 N·m
- M11 pass 2 completed at +90°
- M11 pass 3 completed at +70°
- M8 center-out pass completed at 30 N·m
- Every completed fastener marked and logged
- No aftermarket hardware mixed with the GM schedule
- Cooling and lubrication systems checked before startup
Chevrolet 6.0L LS2 Gen IV V8 specifications can change by model year, engine, platform, wheel, and installed component. Confirm the VIN or engine identity, part numbers, fastener condition, and the current manufacturer instructions before service.
Chevy LS2 Head Bolt Torque Sequence and Angle Stages FAQs
What are the stock Chevy LS2 head-bolt torque stages?+
For new OEM-style fasteners, tighten M11 bolts 1–10 to 30 N·m (22 lb-ft), then add 90 degrees, then add 70 degrees in sequence. Tighten M8 bolts 11–15 to 30 N·m (22 lb-ft).
Can LS2 head bolts be reused?+
No. The factory bolts are tightened by a torque-to-yield procedure, and GM service information calls for new M11 and M8 head bolts during assembly.
Is the LS2 head-bolt procedure the same as an early LS1?+
No. Early first-design LS blocks use mixed M11 bolt lengths and a different split final-angle pass. Identify the block and hardware before selecting the procedure.
Do ARP studs use 22 lb-ft plus 90 and 70 degrees?+
No. Follow the exact ARP or other fastener manufacturer's sheet, including its specified lubricant, washer setup and torque stages.
Why must LS2 head-bolt holes be dry?+
The holes are blind. Trapped liquid can hydraulically damage the block, stop a bolt before it clamps the head or corrupt the torque reading.
Should LS2 head bolts be retorqued after startup?+
Not when using the stock GM MLS gasket and new torque-to-yield bolts unless current application-specific service information says otherwise. Aftermarket gaskets and fasteners may have different instructions.
Can I use a final torque value instead of an angle gauge?+
No. The angle stages are part of the factory clamp-load method. A final wrench reading varies with friction and is not a substitute for measured rotation.
Technical sources
TorqueSheet favors engine- and component-specific manufacturer instructions over unsourced universal values.
1GM manuals and guidesOfficial GM model-year and VIN manual lookup.↗