greysteel_M6

iTrader: (5)

179 bucks for a forged crank??

Red Heartbeat

iTrader: (9)

Close...
http://www.sdparts.com/product/12584...ly2007L92.aspx

drain89

iTrader: (13)

219.00 for a cast nodular iron crankshaft. Sorry not forged. Nor is the LS3 crank.

There's only one gen III or gen IV motor that's had a forged steel crank from the factory so far....the LS7.

Mia

iTrader: (8)

subscribing

jay_lt4

iTrader: (4)

any one know the difference in casting # 5364 and 823,

i just picked up a set of L92's pn# 12582714 and they have a casting # of 823


just did a search and i found all the info i needed,,



.

patriotformula

iTrader: (28)

Maybe its been done before... Someone ought to add to/post a sticky about what shortblocks L92 heads are compatible with. I keep getting it all confused. Also post what needs to be done to put them on a 6.0l (flycutting or whatnot). I have heard numerous people lately claiming they can and will put these heads on a 5.7 block. Seems that we need some clarity

CamSS00

iTrader: (3)

I understand they won't fit on a stock ls1/ls6 block. Was wondering if you could grind valve reliefs in the block.

KonnietheGoat

Sure, except the proper description of the procedure is re-sleeving.

TurboLark

iTrader: (3)

I understand what you are asking. They have done that on BB Chevy engines for a long time. Problem is, they are canted valve heads, where the L92's are not. You would have to make straighter "eyebrows" in the cylinder and would probably weaken that part of the block substantially.

crazylane

iTrader: (19)

Probibly a dumb question, But will all the Acessary's plus engine cover, and oil pan bolt on to the L92? I really did not feel like reading through 18 pages to find out.
EDIT: Never mind found what I was looking for.

JC_Engineered

will ls2 headers bolt to a l92 head?

VortechC5

iTrader: (6)

Yes they will.

JC_Engineered

sweet...check out my other post and tell me what you think about the combo i ordered. it will be under this same section

BADSZ28

iTrader: (39)

Will LS1 valve covers fit the L92 heads? Does anyone sell a forged stock crank L92 short or long-block? Seams you can only find strokers. I am on a budget and my plans do not require a stroker crank. Just some good pistons and rods with stock crank and L92 block (as far as the short block).

Red Heartbeat

iTrader: (9)

The valve covers are supposed to be the same.

Contact SDPARTS.com for the forged L92. If they don't have one in stock they will most likely build one for you.

Ragtop 99

iTrader: (7)

A good link about the LS3 posted by MarkP
http://corvetteactioncenter.com/spec...ls3_page1.html

Here's the cam details for the LS2, LS7, and LS3 in a pdf. Its from the above link, perserved here in PDF

Flipper_1938

Ok, I'm starting from scratch (I'm a gen I SBC guy).

What is the best bang for the buck for a shortblock to go under a set of L92 heads?

Do all of the LS series motors have the same deck height? Do all of the cranks interchange? How much HP can a stock GM crank and rods take? (and are they the weak link?)

FYI...I'm going with a carb

71_Camaro_LS1

Ok, I'm starting from scratch (I'm a gen I SBC guy).
What is the best bang for the buck for a shortblock to go under a set of L92 heads?
Do all of the LS series motors have the same deck height? Do all of the cranks interchange? How much HP can a stock GM crank and rods take? (and are they the weak link?)
FYI...I'm going with a carb

Hey flipper, I am in your same boat. I have been reading a lot from these guys though. So what I found out is that a 6.0l block is the lowest you can go. I was lucky enough to pick up a complete Iron block for $200 (Ebay YEAH! and a trip to NE) The L92 Heads ($350 BARE) Have Massive intake Volume CC's (260cc), So I am going to attemp a 4.100 stroke crank($796 Eagle), 6.200 rods($408 Eagle), and a set of mahle pistons ($500 EBAY YEAH!)with 32cc dish( except i am gonna get the pistons shaved .100 so it will all fit with an out of the block .015 which with a .050 gasket should be a perfect (they say) .035 qench) I will end up with 418 (enough cubes hopefully to keep some velocity on the heads and not hurt my down low torgue to much). As you have read on here i am sure the high flow comes as a sacrafice to velocity, So as to your questions about stock items i would say that the heads do not have enough velocity to support a smaller engine, unless you want your power way later on in the rpm band. Deck height wise the LS1/2/6 all have a 9.240 deck height. And yes I am going with a Carb and MSD ignition. After all what would a 71 Camaro look like with EFI. I do know Richard @ WCCH and Rick@Synergy have been doing a lot of work with the heads. I will probally get with them to get me a CAM ($sponsored LOL)Anyways good luck, if anyone sees anything wrong with this let me know. As I am goin soley off what i learned here LOL.

Fireman68camaro

SO I bought a l92 and have a delema leave the VVT in it or not. If not how to get rid of it? What do you guys think? I am building it for my 68 camaro..

Here is some info I found today while looking around.

I found this information from www.gminsidenews.com

http://www.gminsidenews.com/forums/a...p?t-20160.html

This is only a little bit of the info on the page in this site.

Revised cylinder block

Aluminum-block Gen IV-design engines debuted as the LS2 in the 2005 Chevy Corvette and SSR, as well as the ’05 Pontiac GTO. The new Vortec truck engines share the basic design of these versions, but are engineered for the specialized needs of truck applications. Like the LS2, the new Vortec engines have a revised cylinder block design that features new, externally mounted knock sensors. They were moved from the valley area to enable Displacement On Demand technology and other advanced systems.

Some Gen IV Vortec engines use aluminum cylinder blocks, which offer reduced mass – an attribute that supports improved vehicle weight distribution and slightly improved fuel economy. The aluminum blocks are virtually identical to their iron counterparts, including a deep skirt design that incorporates cross-bolted main bearing caps and a structural oil pan. All engines, except the 6.2L L92, use a proven iron crankshaft design and highly durable reciprocating components. The high-performance 6.2L L92 uses a forged steel crankshaft.

The block for the 6.2L engine features a crankcase “windows” – vents that help improve bay-to-bay breathing. This reduces pumping losses and supports the high horsepower output of the high-performance engine. A new, 58X ignition system and a more powerful, E38 ECM are integrated on all engines.

The 58X ignition system uses a unique crankshaft wheel and sensors to provide the new, 32-bit E38 ECM with more immediate information on the crankshaft’s position during rotation. In turn, this allows the controller to adjust ignition timing with greater precision, which optimizes performance and economy. Engine starting also is more consistent.

Displacement On Demand

Some 5.3L and 6.0L engines are equipped with GM’s fuel-saving Displacement On Demand technology, which can temporarily shut down the combustion process of half the engine’s cylinders under certain driving conditions to save fuel. GM was the first manufacturer to offer this fuel-saving technology on trucks. On the new full-size SUVs, it works with other attributes, such as improved vehicle aerodynamics, to maintain GM’s fuel economy leadership in the segment.

A sophisticated engine controller determines when to deactivate cylinders, allowing the engine to maintain vehicle speed in lighter-load conditions such as highway cruising. The process is seamless and virtually imperceptible. When the cylinders are deactivated the engine effectively operates as a V-4, with alternate cylinders on each cylinder bank disabled. The engine returns to V-8 mode the instant the controller determines the vehicle speed or load requires additional power. The key to DOD’s efficiency and virtually imperceptible operation is a set of special two-stage hydraulic valve lifters, which allows the lifters of deactivated cylinders to operate without actuating the valves.

The valve lifters have inner and outer bodies, which normally operate as a single unit. When the engine controller determines cylinder deactivation conditions are optimal, the outer body moves independently of the inner body on the disabled cylinders’ lifters. The outer body moves in conjunction with camshaft actuation, but the inner body does not move, holding the pushrod in place. This prevents the pushrod from actuating the valve, thereby halting the combustion process. Solenoids in the engine lifter valley operate to deliver high-pressure oil to the switching lifters, activating a release pin to separate the inner and outer bodies. Oil circulation and pressure do not vary, regardless of the engine’s operational mode. Lifter design and pushrod length are the same for every cylinder, but camshaft lobe profiles differ for cylinders designated to be deactivated.

The engine’s electronic throttle control (ETC) also is used to increase manifold pressure in V-4 mode so that the engine can maintain a V-8 torque load.

Variable valve timing

Variable valve timing (VVT) is a standard feature on 6.0L and 6.2L engines; it helps optimize camshaft timing to improve low-rpm torque and high-rpm horsepower. The introduction of variable valve timing through the unique dual-equal cam phaser is the industry’s first application of VVT on a mass-produced V-8 cam-in-block engine. The unique dual-equal phaser adjusts the camshaft timing at the same rate for both the intake and exhaust valves.

The system incorporates a vane-type camshaft phaser that changes the angular orientation of the camshaft, thereby adjusting the timing of the intake and exhaust valves to optimize performance and economy, and help lower emissions. It offers infinitely variable valve timing in relation to the crankshaft. The cam phaser vane is attached to the camshaft on the front journal. As driving conditions warrant, the cam phaser system can reduce ignition timing at higher rpm levels to increase power. At lower rpm levels, torque is enhanced with increased timing.

This cam phaser feature was pioneered by GM and introduced on the new 3.5L and 3.9L V-6 engines in 2005 – a first for the use of variable valve timing on a cam-in-block engine design. As driving conditions warrant, the cam phasing system can reduce ignition timing at higher rpm levels to increase power. At lower rpm levels, torque is enhanced with increased timing.

Precise camshaft timing is the key to the variable valve timing system’s capability to optimize performance. Like the 58X ignition system, cam phasing is directed by the E38 ECM. It relies on data from a camshaft position sensor – a target ring with four equally spaced segments – that communicates the camshaft’s position quicker and more accurately than previous systems that used just a single segment. Also, a leaf spring-type tensioner is used on the timing chain to ensure precise tension.

The aluminum-block 6.0L version uses variable valve timing in conjunction with Displacement On Demand technology to bolster fuel economy. With cam phasing, Displacement On Demand technology allows the engine to run longer in fuel-saving four-cylinder mode, while producing instant V-8 power and response as soon as the driver calls for it.

Fireman68camaro

I also found this.

Gasoline Engine Management Systems
Delphi Variable Cam Phasers




Delphi's Variable Cam Phaser (VCP) replaces the standard pulley, sprocket or gear in a gasoline engine's valve train. It enables the cam lobe (lift event) timing to crank shaft timing to be changed while the engine is operating, based on the parameters of the engine.
The cam lobe angular position, or phase relationship, is controlled by the internal vane mechanism of the VCP. Commands from the engine control module adjust the position of the oil control valve (See schematic.), which is mounted in the cylinder head and regulates engine oil flow to either side of the vanes.
Delphi's variable cam phasing system includes an oil control valve, which controls the flow of oil to advance or retard the camshaft position. Its high flow capacity provides fast phasing rates, and its integral filtration keeps it debris-free avoiding the need for a separate filter while providing increased packaging flexibility.
Variable cam phasing changes the timing of the valve lift event. It can be used to shift the intake cam, the exhaust cam, or both on dual overhead cam engines. This helps increase engine efficiency, improving idle stability while delivering more torque and horsepower. It also helps boost fuel economy and reduces hydrocarbon emissions.


Benefits
Optimized size versus torque for dynamic stability
Packaging flexibility on the engine is enabled by a standard rotor⁄stator pack in the VCP and a remote mounted oil control valve
Mechanical lock pin maintains default positions at low pressure
Low-restriction four-way control valve provides low pressure operation and continuously variable or two-position capability
Exhaust gas recirculation valve and air pump can be eliminated to help reduce system cost
System integration capability to assist customers with base engines and engine management system development and implementation
Typical Applications
Delphi Variable Cam Phasers can be applied to virtually any gasoline overhead cam engine to help broaden the torque curve, increase peak power at high rpm, reduce hydrocarbon and NOx emissions and help increase fuel economy. VCP benefits are application-specific and are derived by increasing volumetric efficiency, reducing pumping losses and in-cylinder internal dilution control associated with varying the cam timing.
Hydraulic System Schematic

This diagram shows the system-level mechanization of the variable cam phaser, oil control valve, control module, crank sensor and cam sensor to the engine.

Phaser Position
Control Valve
IntakeExhaustValve OverlapOffRetardAdvanceMinimum50%Intermediate: Flow is restricted to "hold" position.100%AdvanceRetardMaximumThis chart indicates the control logic between the Variable Cam Phaser and the Oil Control Valve.

Delphi produces a wide variety of Variable Cam Phasers and Oil Control Valves to meet individual customer requirements.
Performance Advantages
Delphi's variable cam phasing technology achieves a balance of response times, torque capacity and optimal packaging. Further optimization can be achieved to meet application-specific goals. The construction of the cam phaser and the oil control valve permits either two-position or continuously variable operation. Advantages of the Delphi’s variable cam phasing technology include:
Intermediate Lock Pin feature enables improved fuel economy and performance in dual independent cam phasing applications
Flexible packaging and compact size for pulley, sprocket or gear drive
Optimized design and process to provide low cost components
System-level support with integration of software, and capability to supply engine hydraulics designs and control algorithms, including diagnostics
Delphi is a leading manufacturer of cam phasers and has received numerous patents for these technologies. Delphi can tailor cam phasing systems to help achieve the optimal balance of efficiency and power. Implementation is simplified because of the vane configuration, which reduces mass and contributes to packaging flexibility.
Delphi manufactures cam phasing systems in North America, Europe and Asia, with additional product development and customer support facilities worldwide to enable exceptional on-time delivery.
The Delphi Advantage
Delphi has more than 75 years of experience in valve train systems and its high-quality conventional valve train products have earned industry-wide respect. Further, Delphi's deep understanding of the combustion process and vast research and development capabilities have enabled continuing innovation. Delphi is also a leader in engine management systems, so whether a customer chooses a complete system or an individual component, Delphi's systems expertise is built into every product. Delphi can help manufacturers achieve higher levels of performance and regulatory compliance.

Delphi Variable Cam Phasers - 263k


What to do what to do.............