L92 / LS3 into 4th Gen Camaro
03-19-2009, 10:06 AM
#21
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I'm a bit of a stickler for calling a spade a spade - the block and heads are technically an L92, so to me it is an L92. However, I am NOT retaining the VVT so it may be closer to an LS3 (the heads are also using LS3 hollow stem valves) if that is how you differentiate it.
I am retaining the stock f-body wiring harness and using the Lingenfelter triggerbox to have the new engine communicate with the old PCM. AFAIK I should be able to keep the stock gauges with this arrangement.
Brief update: The L92 truck injectors WILL NOT fit into the L76 car intake. The LS1 injectors wouldn't fit either, even with the Katech spacer kit (although my LS1 injectors were pretty much garbage, anyway). I broke down and got a set of 39# injectors from FAST.
Looks like the car will be done (assuming nothing else comes up) in 2-3 weeks.
I am retaining the stock f-body wiring harness and using the Lingenfelter triggerbox to have the new engine communicate with the old PCM. AFAIK I should be able to keep the stock gauges with this arrangement.
Brief update: The L92 truck injectors WILL NOT fit into the L76 car intake. The LS1 injectors wouldn't fit either, even with the Katech spacer kit (although my LS1 injectors were pretty much garbage, anyway). I broke down and got a set of 39# injectors from FAST.
Looks like the car will be done (assuming nothing else comes up) in 2-3 weeks.
Anyways awesome thread and if I don't use the VVT then I will be doing the same thing so I'm glad someone else is doing it before me
03-19-2009, 10:38 AM
#22
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I'm not trying to be a stickler at all. It was just I usually associate VVT with L92 and so I just wanted to clarify for myself, because I really want to keep the VVT and my stock gauges.
Anyways awesome thread and if I don't use the VVT then I will be doing the same thing so I'm glad someone else is doing it before me
Anyways awesome thread and if I don't use the VVT then I will be doing the same thing so I'm glad someone else is doing it before me
I'm keeping all the VVT stuff for use later. I may go with a VVT specific cam in the future after its been out for a while and there are some proven setups floating around.
Good luck with your swap!
03-19-2009, 08:24 PM
#23
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Gotcha. Honestly, I think there is more potential in keeping the VVT. I'm ditching it mainly because I didn't want to spend the money on a Mast Motorsports setup / or rewiring the car to use an Escalade PCM (which I don't even know will work). Also, I haven't really seen how the VVT functions in competition in terms of reliability, where as the standard cam setup is a known factor.
I'm keeping all the VVT stuff for use later. I may go with a VVT specific cam in the future after its been out for a while and there are some proven setups floating around.
Good luck with your swap!
I'm keeping all the VVT stuff for use later. I may go with a VVT specific cam in the future after its been out for a while and there are some proven setups floating around.
Good luck with your swap!
I will be doing the same thing.. VVT should be very promising in the future.
04-08-2009, 12:30 PM
#24
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Don't have anything new to add. The motor is going in this weekend, hope to have it dynotuned on the 18th.
My friend that is putting to together snapped some photos of the blown up LS1, thought I would share:
The 6.2L is mostly put together. Just needs a few odds and ends and its ready to go in:
My friend that is putting to together snapped some photos of the blown up LS1, thought I would share:
The 6.2L is mostly put together. Just needs a few odds and ends and its ready to go in:
05-09-2009, 08:43 PM
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First start:
http://www.youtube.com/watch?v=Fiwq4vwoWCg
Its obvious in need of a tune, that will probably happen next weekend. All the plug and play seems to work perfectly, factory gauges are still usable.
http://www.youtube.com/watch?v=Fiwq4vwoWCg
Its obvious in need of a tune, that will probably happen next weekend. All the plug and play seems to work perfectly, factory gauges are still usable.
05-28-2009, 09:27 AM
#32
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Well, here are the results (Mustang Dyno, Intune Chattanooga, Tn).
The shop owner stated that his dyno reads 14% lower than a dyno jet. Figure 430 rwhp / rwtq for dynojet numbers if that figure is accurate.
There is one problem area to be sorted out. The FAST fuel injector harness converters were pretty much junk. Several of them were crimped down on the weather stripping, and this required some quick repairs by Scott at Intune. This caused a bank to bank imbalance (which is why the dyno graph is lean - it was only reading the drivers side bank, the passenger side bank is spot on). I've replaced the FAST adaptors with some Ford Racing connector packs, that should have fixed that.
I'll probably try and get the thing re-dynoed after its broken in (it was a 0 mile crate motor) and I can spring for a ported TB and an underdrive pulley.
The shop owner stated that his dyno reads 14% lower than a dyno jet. Figure 430 rwhp / rwtq for dynojet numbers if that figure is accurate.
There is one problem area to be sorted out. The FAST fuel injector harness converters were pretty much junk. Several of them were crimped down on the weather stripping, and this required some quick repairs by Scott at Intune. This caused a bank to bank imbalance (which is why the dyno graph is lean - it was only reading the drivers side bank, the passenger side bank is spot on). I've replaced the FAST adaptors with some Ford Racing connector packs, that should have fixed that.
I'll probably try and get the thing re-dynoed after its broken in (it was a 0 mile crate motor) and I can spring for a ported TB and an underdrive pulley.
06-08-2009, 02:57 PM
#34
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Thats pretty much badass. I want to do the same thing on my car. Aside from the engine how much money would all the other odds and ends cost to make it work in a 98 Fbody?
06-08-2009, 04:28 PM
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Overall, it was worth it. The car feels completely different than it did previously. Patrick G did a good job with the cam - its got tons of power below the curve. First gear is superfluous - you can start the thing in second gear and its still very strong off the line. I'd like to see the peak numbers higher, but this car isn't a dyno queen. I think its going to pretty usable in autox to get off the tight corners I have to deal with. First event is this coming Sunday, so I'll get to find out soon enough.
Last edited by 01badz28; 06-08-2009 at 04:35 PM.
06-09-2009, 06:17 AM
#38
That is some big mid-range torque. Exactly what you want with an autocross/road race application.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
06-11-2009, 10:12 AM
#40
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Unless the part number has changed its 12569427 for the LS3 hollow stem intake valves. According to my research, the LS3 uses the L92 solid exhaust valves.