LS swapping my LS - L92/LS3 into C5
09-28-2017, 01:20 PM
#1
LS swapping my LS - L92/LS3 into C5 I'm nothing more than an amateur mechanic with an engineering/manufacturing background, and I love detailed build/progress threads, so here is my humble attempt at documenting my current project.
Back in 2012/2013 I slammed an iron 6.0 into a 2001 BMW 540i. Was a blast but eventually itched for something smaller and more nimble.
https://ls1tech.com/forums/conversio...-bmw-540i.html
_DSC4473 by Norbert Ogiba, on Flickr
_DSC4472 by Norbert Ogiba, on Flickr
_DSC4474 by Norbert Ogiba, on Flickr
_DSC4475 by Norbert Ogiba, on Flickr
_DSC4477 by Norbert Ogiba, on Flickr
My favorite feature:
_DSC4480 by Norbert Ogiba, on Flickr
Everyone loves LS swaps, but this time it's replacing the existing LS in this thing:
2000 Fixed Roof Coupe
I bought it to mainly enjoy as a street car and not really modify since I went off the deep end with my 6.0 LS BMW...which I did up until now.
But here we are almost 2 years later and naturally I can't just leave things alone, especially after spending lots of time here:
Did a bunch of lapping days in the summers of 2016 and '17 and got the itch for more power. Beat up on a lot of cars at the track, held my own against some stock new Vipers and R8s in the corners but they drove away from me on the straights, pretty frustrating. I did the math for a heads/cam upgrade on the existing motor and by the time you add in all the supporting hardware and a tune, the gains just weren't worth the expense - especially when a big jump in displacement and head technology is available for not much more. With the exception of valve reliefs in the pistons and sodium filled valve the L92 is identical to the LS3, once you delete the VVT. The plan is a stock bottom end, mild mannered cam with a broad powerband, bulletproof valvetrain, stock LS3 intake, etc. Really as close to an OEM+ setup as I can get.
Nothing wrong with the current LS1, actually runs quite strong for 125k miles. I plan on sticking it in storage for a future project unless somebody makes me a great offer on it.
So here we go. Hop in the car and go see a man about a thing an hour away
2008 Escalade with 78,000 miles is giving its all-aluminum, 6.2L L92 heart after having a tree fall on it in a windstorm.
A few weeks later I had her strapped up and ready to come home
I really didn't feel like dragging the cherry picker out of the shed so a bit of wiggling with the lift arms and it came right off the trailer.
The cool thing about using equipment that you haven't touched in years is that sometimes your "past" self is smart enough to keep the bolts for LS engines zip tied to the motor stand.
Wife: "So you're telling me you're going to take apart a perfectly good running car, again?"
I pulled off the water pump and the exhaust manifolds - was unlucky enough to snap off 2 bolts, one below the surface of the head. Think I'll try the welder trick for that one, we'll see how it goes.
Back in 2012/2013 I slammed an iron 6.0 into a 2001 BMW 540i. Was a blast but eventually itched for something smaller and more nimble.
https://ls1tech.com/forums/conversio...-bmw-540i.html
_DSC4473 by Norbert Ogiba, on Flickr_DSC4472 by Norbert Ogiba, on Flickr_DSC4474 by Norbert Ogiba, on Flickr_DSC4475 by Norbert Ogiba, on Flickr_DSC4477 by Norbert Ogiba, on FlickrMy favorite feature:
_DSC4480 by Norbert Ogiba, on FlickrEveryone loves LS swaps, but this time it's replacing the existing LS in this thing:
2000 Fixed Roof Coupe
I bought it to mainly enjoy as a street car and not really modify since I went off the deep end with my 6.0 LS BMW...which I did up until now.
But here we are almost 2 years later and naturally I can't just leave things alone, especially after spending lots of time here:
Did a bunch of lapping days in the summers of 2016 and '17 and got the itch for more power. Beat up on a lot of cars at the track, held my own against some stock new Vipers and R8s in the corners but they drove away from me on the straights, pretty frustrating. I did the math for a heads/cam upgrade on the existing motor and by the time you add in all the supporting hardware and a tune, the gains just weren't worth the expense - especially when a big jump in displacement and head technology is available for not much more. With the exception of valve reliefs in the pistons and sodium filled valve the L92 is identical to the LS3, once you delete the VVT. The plan is a stock bottom end, mild mannered cam with a broad powerband, bulletproof valvetrain, stock LS3 intake, etc. Really as close to an OEM+ setup as I can get.
Nothing wrong with the current LS1, actually runs quite strong for 125k miles. I plan on sticking it in storage for a future project unless somebody makes me a great offer on it.
So here we go. Hop in the car and go see a man about a thing an hour away
2008 Escalade with 78,000 miles is giving its all-aluminum, 6.2L L92 heart after having a tree fall on it in a windstorm.
A few weeks later I had her strapped up and ready to come home
I really didn't feel like dragging the cherry picker out of the shed so a bit of wiggling with the lift arms and it came right off the trailer.
The cool thing about using equipment that you haven't touched in years is that sometimes your "past" self is smart enough to keep the bolts for LS engines zip tied to the motor stand.
Wife: "So you're telling me you're going to take apart a perfectly good running car, again?"
I pulled off the water pump and the exhaust manifolds - was unlucky enough to snap off 2 bolts, one below the surface of the head. Think I'll try the welder trick for that one, we'll see how it goes.
09-28-2017, 02:25 PM
#3
I tried to negotiate but the yard wasn't having it. As you see it on the trailer is how I got it. Honestly I can't use most of the truck parts but was hoping to maybe resell some stuff to offset costs.
At least I will be able to resell the water pump, balancer, maybe valley cover. L92 exhaust manifolds will be an easy sell for someone doing a sloppy turbo build
At least I will be able to resell the water pump, balancer, maybe valley cover. L92 exhaust manifolds will be an easy sell for someone doing a sloppy turbo build
09-28-2017, 03:16 PM
#6
Cool man....In for the adventure you're about to embark upon....
Pretty happy with my CNC cathedral headed home built LS2, but the LS3/L92
set-up is just such a good one.....car should have a whole new personality once done.
Dead-on GIVEN your workmanship will be spot on !!!!!!!!!!!!!
Pretty happy with my CNC cathedral headed home built LS2, but the LS3/L92
set-up is just such a good one.....car should have a whole new personality once done.
Dead-on GIVEN your workmanship will be spot on !!!!!!!!!!!!!
09-28-2017, 03:24 PM
#7
Originally Posted by LQ4-E39
Don't wanna swap the 58x wheel for a 24x so I'll be using the Lingenfelter conversion box along with the harness adapters for cam/crank sensor and knock sensors, MAF sensor, etc
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09-29-2017, 08:24 AM
#8
Let me know if you have any questions along the way. I swapped a LS3 into my C5Z06. I’m using the Lingenfelter box and it works great (over 800rwhp with turbo). The lingenfelter harness will plug into the cam and crank sensor so no need to buy those conversion/extension harnesses. You’ll need the MAP extension harness and another harness to relocate the knock sensors to the side of the block.
09-29-2017, 10:05 AM
#9
TECH Fanatic
iTrader: (27)
Sweet start to your build! I have actually been thinking of stage two of my build and keeping an eye out for an L92 myself. You aren't that far from me, just curious where you bought the motor from?
09-29-2017, 10:59 AM
#11
She's the CFO and CSM on this job
(Chief Financial Officer and Chief Sandwich Maker)
In all honesty she supports my hobby (obsession) and even sometimes tries to help out despite having no real interest in the mechanics of things.
09-30-2017, 06:49 PM
#16
What's a decent price for a engine like yours?
10-02-2017, 10:36 AM
#18
While pulling off the truck manifolds I broke 2 of the bolts, both on the passenger side. One was about 3/8" above the surface, not a big deal. The other was about 1/8" recessed. I never have luck with the "drill it and then proceed to snap off a bolt extractor" method so I pulled out the MIG and welded a nut onto the tall stud.
The little guy beneath the surface actually wasn't bad at all. I built up a puddle of weld until it stuck out about 1/4", and cooled the cherry red blob quickly with a spray of water. The hope was to thermally shock it and break the bond on the threads. Then welded a nut onto the blob, and again shocked it with water.
30 seconds later:
The little guy beneath the surface actually wasn't bad at all. I built up a puddle of weld until it stuck out about 1/4", and cooled the cherry red blob quickly with a spray of water. The hope was to thermally shock it and break the bond on the threads. Then welded a nut onto the blob, and again shocked it with water.
30 seconds later:
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Slugworth45 (01-16-2022)
10-03-2017, 06:47 PM
#20
Just for my education -- these were exhaust manifold bolts that you broke the heads off of trying to unscrew? Aluminum head I presume. So on the one that was below the surface, the weld puddle (at steel melting point) didn't melt any of the aluminum head?