WRXINTX

iTrader: (3)

Ok,

It looks as though I will have to part out my L92 as the block is damaged beyond repair.

I have located an LY6 (2010 6.0L with L92 heads and VVT only, no DOD) that I think will work well to do a cam swap into and some minor bolt-ons for now.


My question is if there is any power difference between the LY6 intake and the L92?

Also, are the injectors different? I can't find much data on the LY6.


I am thinking of either the smallest Comp Cam for VVT or possibly another VVT smallish cam....

or, is the L92 cam different or better than the LY6?


This is going in a 5500 lb 4x4 truck that won't get raced or anything, but a broad power band would be great.




I am trying to figure out why there is such a large power difference between the L92 and the LY6.....

brianss20175

Hi:

I'm not sure about the intake and injectors but the large power difference is due to several reasons:

The LY6 is a 6.0L engine which you know. The compression ratio for that motor is 9.6:1.
The L92 is a 6.2L with a 10.5:1 compression ratio.

Those differences right there will make a huge difference in power output. If I find any information regarding the intake manifolds or injectors, I'll be sure to post them up.

WRXINTX

iTrader: (3)

Thanks Brian!

yeah, I know about the Compression ratio, but, I can't see more than 3-5% power difference from a 1 point bump in compression at most... maybe with the L92 heads, compression increases make exponential power output increases?

brianss20175

On the 5th Gen Camaro there is the LS3 which is the manual transmission and the L99 which is the automatic. The LS3 has a 10.7:1 compression ratio to the L99 which is 10.4:1.

The LS3 has a 26 HP on the L99 where the only difference is the .3 difference in compression. Those are the only differences in the engine. With almost 1 point that is going to make a big difference in power output.

I hope this helps.

WRXINTX

iTrader: (3)

The LS3 doesn't have VVT where the L99 does though, so are the cam lift events different besides the VVT system also?


I am thinking about taking the heads off and having them milled down some to increase compression and add a decent-small cam.

Jimbo1367

If you mill the heads, make sure you degree any cam, VVT or reg, for P2V. Make sure you have GOOD springs as you have solid valves. PAT G. has had success spec'ing custom VVT cams.http://www.guerragroup.com/#!camshaft-help/c1mq5

Jason 98 TA

iTrader: (4)

Don't forget we have VVT & VVT/AFM camshafts available with the timing tables for a complete package. The engine dyno is very important for properly spec'ing & tuning the VVT camshafts & phaser tables.

Jason 98 TA

iTrader: (4)

For example we have a couple VVT camshafts that have been proven to make over 100 flywheel hp gains on a L99

WRXINTX

iTrader: (3)

Jason,

I am not opposed to installing a higher stall converter, but, nothing too high... maybe a 2,000-2,200 stall...

I just don't want a valve spring killer, as I want to keep this engine together for at least 150,000 more miles if possible....

I have to keep the torque very strong also, so I don't want it soggy on the low end.... I want it very peppy!

I would actually prefer a cam that allows for better fuel mileage for 2400rpm cruise speed and much more torque at that RPM through 4,000 as well.