LS2 w/L92 heads
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Teching In
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LS2 w/L92 heads I've done ALOT of searching about this setup and want to confirm a few things.
1. Do the l92 heads bolt on to the ls2 right out of the box?
2. I understand that there is compression loss with out milling the heads, is this a huge concern, or is it worth the price to get them milled.
3. I plan on using the l76 intake, does the stock LS2 injectors, fuel rail, TB all bolt on correctly?
My RWHP goal is around 500, this engine will be in a 68 Camaro and this will be my daily driver. I plan on going with new heads and a cam to achieve my hp goal. I'm a noob so i will NOT being doing the install myself. Before I get a recommendation from shop I’m taking it to, i figured I’d get some input on here. Am i better off looking for a set of aftermarket heads? I would like to use the l92 because it seems like the best bang for the buck, but I know after swapping out the valves and springs, it will be a costly add on regardless. Also any recommendations for a cam?
Correct me if I’m wrong with anything, any input is greatly appreciated. My eyes burn from all the searching I’ve been doing, so if this has been ask a 1000 times over, I apologize.
1. Do the l92 heads bolt on to the ls2 right out of the box?
2. I understand that there is compression loss with out milling the heads, is this a huge concern, or is it worth the price to get them milled.
3. I plan on using the l76 intake, does the stock LS2 injectors, fuel rail, TB all bolt on correctly?
My RWHP goal is around 500, this engine will be in a 68 Camaro and this will be my daily driver. I plan on going with new heads and a cam to achieve my hp goal. I'm a noob so i will NOT being doing the install myself. Before I get a recommendation from shop I’m taking it to, i figured I’d get some input on here. Am i better off looking for a set of aftermarket heads? I would like to use the l92 because it seems like the best bang for the buck, but I know after swapping out the valves and springs, it will be a costly add on regardless. Also any recommendations for a cam?
Correct me if I’m wrong with anything, any input is greatly appreciated. My eyes burn from all the searching I’ve been doing, so if this has been ask a 1000 times over, I apologize.
1. Do the l92 heads bolt on to the ls2 right out of the box?Yes
2. I understand that there is compression loss with out milling the heads, is this a huge concern, or is it worth the price to get them milled? Milling is cheap, get .020 - .030 off.
3. I plan on using the l76 intake, does the stock LS2 injectors, fuel rail, TB all bolt on correctly? Yes they fit.
Here is a link with some parts you will need.
http://www.ls2.com/usa/showthread.ph...hreadid=620917
Depending on the cam, you may need to flycut the pistons.
Use L92 headgasket, they are .052 and 4.065" bore opening. Stock LS2 injectors will be too small for that horsepower range. Call Jon at FIC http://fueinjectorconnection.com about resizing yours.
2. I understand that there is compression loss with out milling the heads, is this a huge concern, or is it worth the price to get them milled? Milling is cheap, get .020 - .030 off.
3. I plan on using the l76 intake, does the stock LS2 injectors, fuel rail, TB all bolt on correctly? Yes they fit.
Here is a link with some parts you will need.
http://www.ls2.com/usa/showthread.ph...hreadid=620917
Depending on the cam, you may need to flycut the pistons.
Use L92 headgasket, they are .052 and 4.065" bore opening. Stock LS2 injectors will be too small for that horsepower range. Call Jon at FIC http://fueinjectorconnection.com about resizing yours.
I did this swap myself.
When milling the heads you have to be sure to check piston to valve clearance closely.
The LS2 injectors will not fit. LS2 & LS3 fuel rails are the same but LS3 & LS3 injectors are different. Your going to need a set of LS3 injectors.
FAST sells drop in LS3 injectors in various sizes.
Use the L92 head gasket...
When milling the heads you have to be sure to check piston to valve clearance closely.
The LS2 injectors will not fit. LS2 & LS3 fuel rails are the same but LS3 & LS3 injectors are different. Your going to need a set of LS3 injectors.
FAST sells drop in LS3 injectors in various sizes.
Use the L92 head gasket...
Your link doesnt work, and no one is talking about LS1 injectors... Why would you buy a kit from anyone anyways??
If you MUST , for some reason, use ls2 injectors you can just use a spacer between the fuel rail and the injector. I did it for a while just to get the truck running again after the L92 swap, but went with the correct LS3 injectors which are also 41lb vs 34lb on the LS2.
If you MUST , for some reason, use ls2 injectors you can just use a spacer between the fuel rail and the injector. I did it for a while just to get the truck running again after the L92 swap, but went with the correct LS3 injectors which are also 41lb vs 34lb on the LS2.
Last edited by SweetS10V8; Dec 19, 2009 at 07:40 AM.
Thread Starter
Teching In
Joined: Aug 2009
Posts: 33
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Man, it's getting a little more involved than I anticipated. So approximalty what does this type of swap ussually run? Also I have a walbro 255 external pump and a corvette 58 psi regulator, will this cut if for the ls3 injectors i need?
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Verdad Gallardo Its not involved at all, really. These are just "details"....
Just order a set of 30507-8 injectors from FAST (50lb) and be done with it.(If your using the stock LS3 intake.
IF your using the FAST LSXR 102mm intake, like I am, order a set of FAST LS2 injectors.
Just order a set of 30507-8 injectors from FAST (50lb) and be done with it.(If your using the stock LS3 intake.
IF your using the FAST LSXR 102mm intake, like I am, order a set of FAST LS2 injectors.
The in-line and vette filter/regulator will work, I used an in-line for a while and now I have a SPI intake setup. You could save a $100+ on injectors by calling FIC. Plus the injector data is available.
The beauty of the L92 heads are you don't need a huge cam to make big power. I will go on record to say that very few people have been able to squeeze over 500 rwhp out of a 6.0L with unported L92 heads and a daily drivable camshaft. 460-470 is plenty doable, but those last 30 rwhp get pretty tough to reach unless you throw a really big stick in there. Not something I would recommend unless you are a seasoned tuner or know one.
__________________
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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
With that combo, you can go bigger, but with huge intake valves you start to become limited on piston to valve clearance once you go over 230 degrees duration.
__________________
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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
Thread Starter
Teching In
Joined: Aug 2009
Posts: 33
Likes: 0
The beauty of the L92 heads are you don't need a huge cam to make big power. I will go on record to say that very few people have been able to squeeze over 500 rwhp out of a 6.0L with unported L92 heads and a daily drivable camshaft. 460-470 is plenty doable, but those last 30 rwhp get pretty tough to reach unless you throw a really big stick in there. Not something I would recommend unless you are a seasoned tuner or know one.
jakeshoe-is a member here he usually has L92's all day for 650 shipped thats bone stock with stock springs,
a cam- id have VA speed spec you one they have had a couple 500+ hp LS2's with L92's
What would be the compression ratio of a stock LQ4 topped off with stock unmilled L92 heads using stock .054 mls head gaskets?
Same question but with .025" milled off?
Same question but with .025" milled off?
Stock GM gaskets are .052"
Stock unmilled:
Bore 4
ST = Stroke 3.622
RL = Rod Length 6.098
Number of cylinders 8
Deck Height (how much pistons come out of the hole) -0.01
Piston Dome or Dish (- for a dome + for a dish) 6.7
Compressed Head gasket thickness 0.052
Cylinder Head Chamber Volume 69
Static Compression Ratio 9.84
Dynamic Compresion Ratio 7.81
Rod to Stroke Ratio 1.68
Bore to Stroke Ratio 1.10
.025" milled:
Bore 4
ST = Stroke 3.622
RL = Rod Length 6.098
Number of cylinders 8
Deck Height (how much pistons come out of the hole) -0.01
Piston Dome or Dish (- for a dome + for a dish) 6.7
Compressed Head gasket thickness 0.052
Cylinder Head Chamber Volume 65
Static Compression Ratio 10.28
Dynamic Compresion Ratio 8.15
Rod to Stroke Ratio 1.68
Bore to Stroke Ratio 1.10
Stock unmilled:
Bore 4
ST = Stroke 3.622
RL = Rod Length 6.098
Number of cylinders 8
Deck Height (how much pistons come out of the hole) -0.01
Piston Dome or Dish (- for a dome + for a dish) 6.7
Compressed Head gasket thickness 0.052
Cylinder Head Chamber Volume 69
Static Compression Ratio 9.84
Dynamic Compresion Ratio 7.81
Rod to Stroke Ratio 1.68
Bore to Stroke Ratio 1.10
.025" milled:
Bore 4
ST = Stroke 3.622
RL = Rod Length 6.098
Number of cylinders 8
Deck Height (how much pistons come out of the hole) -0.01
Piston Dome or Dish (- for a dome + for a dish) 6.7
Compressed Head gasket thickness 0.052
Cylinder Head Chamber Volume 65
Static Compression Ratio 10.28
Dynamic Compresion Ratio 8.15
Rod to Stroke Ratio 1.68
Bore to Stroke Ratio 1.10