Generation IV Internal Engine - 6.2 info needed

I am new to the Gen IV. Can someone please tell me the bore size of the 6.2 and what bore it would require to get to a 383 or what the popular sizes are?? Also, what is a good choice for pistons without breaking the bank...no boost, no juice.

Stock 6.2 bore is 4.065". It's already at 376cid, why is a SBC standard cid so important? The easy way to increase displacement is with a longer stroke crank, you can't open the bore up much in the aluminum blocks without resleeving.

What budget will break your bank? I used 4.070 Mahle 4032 forged flattops with deep valve reliefs in my L92 build. ~$600 http://www.texas-speed.com is a sponsor and has tons of LS3/L99/L92 engine parts.

I can get a 6.2 long block cheap and I was trying to figure out if it was worth the time and money to replace my 6.0. To justify it at all I wanted more cubes but I didn't know what was easily attainable or worth the expense.

I can get a 6.2 long block cheap and I was trying to figure out if it was worth the time and money to replace my 6.0. To justify it at all I wanted more cubes but I didn't know what was easily attainable or worth the expense.

Any thing that lets you run a larger bore and unshroud the valves is worth it.

You could have the block sleeved with 4.125 sleeves and reuse the stock crank for a 387. More CI with the same stroke. With the right valve train it would realy turn a lot of RPM and be a true screamer.

You can hone it 0.005" and run a 4.1" crank for 427" or a 4.125" crank for 429". Can't go bigger than that w/o sleeving the block...

Does the block need to be "worked" for a bigger crank?? Resleeving sounds like an expense that doesn't really provide much in the way of big cubic inch gains. I suppose you could make a case for more unshrouding of the jumbo intake valve. It sounds like they made these blocks/cylinders kind of thin. Thanks for the info guys it has been very helpful.

Does the block need to be "worked" for a bigger crank?? Resleeving sounds like an expense that doesn't really provide much in the way of big cubic inch gains. I suppose you could make a case for more unshrouding of the jumbo intake valve. It sounds like they made these blocks/cylinders kind of thin. Thanks for the info guys it has been very helpful.

All of the 4 inch cranks clear no problem. Re sleeving the block can get up there in price, but depending on the type of sleeve you can run up to a 4.200 inch bore.

What bore/stroke combo would come closest to 394 ci? Thinking of doing a LSX swap into an early-sixties Olds and want to be close to the original engine's displacement (weird I know)...TIA

/threadjack

A 4.005 bore and a 3.9 stroke will get you 393 cubes. Of course this would have to be done with a 6.0 block not a 6.2

4.010 bore with the same crank will get you exactly 394, pistons are just a little tougher to find.

I am doing some serious thinking about things that I should not. ;) ...ie more cubes.
Can my 6.0 handle a bigger bore than the 6.2. There are more (and larger) piston sizes available at Summit for the 6.0 than for the 6.2...just as a quick reference. The biggest crank is a 4".

Oh GREAT...there goes the neighborhood!! Now look what I have found ;) ... http://www.texas-speed.com/p-1019-tsp-427-or-429-cid-ls3l92-rotating-assembly.aspx
And it was a better price than I expected.

4.010 bore with the same crank will get you exactly 394, pistons are just a little tougher to find.

This would also be with the 6.0, correct?

I am new to the LSX game and deem myself ignorant of what is possible with the different engines in the LSX family. Could you point me in the right direction for parts and advice? I know of several swaps done into A-body Oldsmobiles but this will be intended for a B-body originally equipped with the 394 and Slim-Jim automatic. I want full emissions compliance and functional AC.

John

Yes with the 6.0

I would look for an ls2 pull out, you can go .010 over on The sleeves and You will have aluminum block, all the accessories and computer.

Some custom ac lines, and motor mounts and your set. Of course you will need a Chevy automatic, or a 200r4 with the universal bolt patten as the BOP transmissions won't bolt up.