L92 / LS3 into 4th Gen Camaro
03-10-2009, 02:51 PM
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L92 / LS3 into 4th Gen Camaro I didn't feel like hijacking anyones thread, so I thought I'd just go ahead and post mine up here as well.
My build is going to be fairly modest. I'm doing an L92 swap due to the fact that my LS1 blew up last year at an autocross. This engine is being setup to provide good low end torque, and with an emphasis on being reliable with sustained high RPM usage. I estimate that it will see 80% of its time running SM in local SCCA Solo competition, 15% of its time on the street, and 5% of its time at HPDE events in the future.
A friend of mine is actually doing the swap, he is on here by the screen name "wild_ron."
Last time the car was running:
Starting point - ruined LS1:
The engine started off life as an L92 truck engine that I purchased from NineBall:
The engine will be reusing my old F-body oil pan, but will be using an Improved Racing oil pan baffle to prevent oil starvation:
It will be using a Katech C5R timing chain:
Katech belt tensioner:
The cam has been custom speced by Patrick G to meet the above mentioned goals. The best that I can describe it as a "Super ASA" cam; the duration is very similar to that engine but it has a much higher lift. He also specified longer pushrods for valvetrain stability and Patriot Xtreme double valve springs:
This build will be "plug and play" with the existing 2001 Camaro ECM. As a result, I'm making use of a set of LS3 cam gear and front cover that I sourced from Lingenfelter, and taking advatage of their new reluctor wheel convertor. I've also sourced a Racetronix knock sensor harness:
The engine will breath through a L76 intake, and is using a Professional Products fuel rail setup sourced from SDPC. The heads have their intake valves replaced with LS3 hollow stem variants.
At this point, the build has stalled because I didn't have the proper cam bolt (the L92 unit contains a valve and will not work with a non-VVT cam setup), and I don't have the appropriate crank bolt. I received confirmation from Lingenfelter that those parts should arrive by the end of this week.
My build is going to be fairly modest. I'm doing an L92 swap due to the fact that my LS1 blew up last year at an autocross. This engine is being setup to provide good low end torque, and with an emphasis on being reliable with sustained high RPM usage. I estimate that it will see 80% of its time running SM in local SCCA Solo competition, 15% of its time on the street, and 5% of its time at HPDE events in the future.
A friend of mine is actually doing the swap, he is on here by the screen name "wild_ron."
Last time the car was running:
Starting point - ruined LS1:
The engine started off life as an L92 truck engine that I purchased from NineBall:
The engine will be reusing my old F-body oil pan, but will be using an Improved Racing oil pan baffle to prevent oil starvation:
It will be using a Katech C5R timing chain:
Katech belt tensioner:
The cam has been custom speced by Patrick G to meet the above mentioned goals. The best that I can describe it as a "Super ASA" cam; the duration is very similar to that engine but it has a much higher lift. He also specified longer pushrods for valvetrain stability and Patriot Xtreme double valve springs:
This build will be "plug and play" with the existing 2001 Camaro ECM. As a result, I'm making use of a set of LS3 cam gear and front cover that I sourced from Lingenfelter, and taking advatage of their new reluctor wheel convertor. I've also sourced a Racetronix knock sensor harness:
The engine will breath through a L76 intake, and is using a Professional Products fuel rail setup sourced from SDPC. The heads have their intake valves replaced with LS3 hollow stem variants.
At this point, the build has stalled because I didn't have the proper cam bolt (the L92 unit contains a valve and will not work with a non-VVT cam setup), and I don't have the appropriate crank bolt. I received confirmation from Lingenfelter that those parts should arrive by the end of this week.
Last edited by 01badz28; 10-12-2009 at 03:22 PM.
03-11-2009, 02:20 PM
#4
Keeping an eye on this project. 
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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.
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2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
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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.
03-11-2009, 02:41 PM
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I'm shooting to have the old girl running for an April 18 TNT with my local region, so I should have some dyno results for you before then (keeping fingers crossed).
I hadn't planned on milling the heads at this point due to the aforementioned reliability concerns (I'm not wanting a super high compression motor for what I do with the car).
Thanks for the props guys.
I hadn't planned on milling the heads at this point due to the aforementioned reliability concerns (I'm not wanting a super high compression motor for what I do with the car).
Thanks for the props guys.
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03-11-2009, 02:49 PM
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Any particular reason that you went with an iron block?
Seems to like it would put you at a dis-advantage since you are adding 80lbs to the front of the car.
Seems to like it would put you at a dis-advantage since you are adding 80lbs to the front of the car.
wtf looks pretty clear in the pics what the block is made of
03-12-2009, 01:44 PM
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good luck with the build. i don't know much about auto xing but i would like to try it. i don't know how f bodies compare;i would think weight would be an issue.not trying to hijack looking forward to seeing an ls3 prepped for track use
03-12-2009, 02:07 PM
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When something breaks on this car, i like go with something bigger / better and the L92 was little too good to pass up.
F-bodies actually do pretty well, and there are a couple of SCCA classes where stock / mildly modified cars win regularly (FS and ESP). If you are interested, see if there is a local SCCA or NASA region near you and give it a shot.
03-18-2009, 09:58 PM
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I'm a little confused... are you going to be running VVT or not because I saw the mention of LS3 Cam Gear and Cover which would mean you would have to get rid of the VVT making it a LS3 technically (except for intake and other things) not a L92.
Which PCM and Wiring harness are you using if you are keeping the VVT and are you keeping the stock gauges.
If I miss read anything then I apologize.
I am looking to put a L92 into a 01 WS6 and want to keep the stock gauges which rules out Mast Motorsports.
Which PCM and Wiring harness are you using if you are keeping the VVT and are you keeping the stock gauges.
If I miss read anything then I apologize.
I am looking to put a L92 into a 01 WS6 and want to keep the stock gauges which rules out Mast Motorsports.
03-19-2009, 09:04 AM
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I'm a little confused... are you going to be running VVT or not because I saw the mention of LS3 Cam Gear and Cover which would mean you would have to get rid of the VVT making it a LS3 technically (except for intake and other things) not a L92.
Which PCM and Wiring harness are you using if you are keeping the VVT and are you keeping the stock gauges.
If I miss read anything then I apologize.
I am looking to put a L92 into a 01 WS6 and want to keep the stock gauges which rules out Mast Motorsports.
Which PCM and Wiring harness are you using if you are keeping the VVT and are you keeping the stock gauges.
If I miss read anything then I apologize.
I am looking to put a L92 into a 01 WS6 and want to keep the stock gauges which rules out Mast Motorsports.
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.