2006HD silverado 6.0 l92 head swap
10-12-2015, 09:46 AM
#22
The L92 heads are just so tricky to really cam.
I honestly think they can make torque.... look at the factory 6.2 motors in the new trucks. 420 horse/460 ft lb out the factory is hard to argue with.
After all a 6.2 isn't all that much bigger than a 6.0 motor.
One the other hand
Cathedral heads obviously easier to cam tho. They been around longer and have been researched/studied longer to produce great torque and power.
I honestly think they can make torque.... look at the factory 6.2 motors in the new trucks. 420 horse/460 ft lb out the factory is hard to argue with.
After all a 6.2 isn't all that much bigger than a 6.0 motor.
One the other hand
Cathedral heads obviously easier to cam tho. They been around longer and have been researched/studied longer to produce great torque and power.
The cam timing isn't really all that tricky, you just need to scale back what you would do on a cathedral headed engine. The big intake valves open up a lot of curtain area, so less overlap and earlier IVC is the gist of it.
10-12-2015, 10:13 AM
#23
The new 6.2-liter V8 that will be offered in GM’s 2014 full-size truck line will be SAE rated at 420 horsepower at 5,600 rpm with peak torque of 460 lb-ft coming in at 4,100 rpm.
GM made the announcement today and said the engine, code named L86, is the most powerful of any light-duty pickup. The 6.2-liter V8 will be available in the Silverado LTZ and High Country trim levels as well as the GMC Sierra SLT and Denali models. When equipped with the optional Max Trailering Package, the trucks will boast a 12,000-pound tow capacity.
With a 12,000 pound capacity it'll tow a fox body with ease especially on a open trailer which normally weighs about 1800 lbs average 18 ft trailer....
GM made the announcement today and said the engine, code named L86, is the most powerful of any light-duty pickup. The 6.2-liter V8 will be available in the Silverado LTZ and High Country trim levels as well as the GMC Sierra SLT and Denali models. When equipped with the optional Max Trailering Package, the trucks will boast a 12,000-pound tow capacity.
With a 12,000 pound capacity it'll tow a fox body with ease especially on a open trailer which normally weighs about 1800 lbs average 18 ft trailer....
10-12-2015, 10:40 AM
#24
TECH Veteran
Code for the engine is called L86.
I like both cathedral heads and rectangle heads. Both can perform well. I'll say GM have they ducks in a row to achieve 460 ft lb out the factory.
On a another note sounds like the op don't want to spend money on a set of small cathedral heads that tend to create GREAT velocity. After all everybody can't drop 2500 bucks on a set of heads.
I sound like a broken record saying this but the cam makes or breaks the whole deal of a L92 headed motor. Why you guys think guys don't tell their specs if they have a combo that kick a$$ with a L92 head? They know it's not easily accomplished like it is with a afr/tfs head that has a better intake/exhaust ratio going on which is why cathedral heads have a smaller split unless nitrous is involved.
Again I'm a fan of both cathedral heads and rectangular port heads. I went from a cathedral head to a rectangular head and on my next build I'm going back cathedral.
I like both cathedral heads and rectangle heads. Both can perform well. I'll say GM have they ducks in a row to achieve 460 ft lb out the factory.
On a another note sounds like the op don't want to spend money on a set of small cathedral heads that tend to create GREAT velocity. After all everybody can't drop 2500 bucks on a set of heads.
I sound like a broken record saying this but the cam makes or breaks the whole deal of a L92 headed motor. Why you guys think guys don't tell their specs if they have a combo that kick a$$ with a L92 head? They know it's not easily accomplished like it is with a afr/tfs head that has a better intake/exhaust ratio going on which is why cathedral heads have a smaller split unless nitrous is involved.
Again I'm a fan of both cathedral heads and rectangular port heads. I went from a cathedral head to a rectangular head and on my next build I'm going back cathedral.
10-12-2015, 12:37 PM
#25
Please look up and post the first gear ratio for his 4l80e then the 6l80 and 8l90.
For the 4l80 6.0l truck to have as much effective first gear as the 8l90 he would have to put something like 5.95 rearend gears in it.
Second gear is deeper in the 8 speed than first in the 4l80.
For the 4l80 6.0l truck to have as much effective first gear as the 8l90 he would have to put something like 5.95 rearend gears in it.
Second gear is deeper in the 8 speed than first in the 4l80.
10-12-2015, 12:50 PM
#26
TECH Veteran
I'm sure the newer transmission gears are lower in first gear. I agree with you on that but at the same time we talking about power here and a tow rig don't stay in first gear long; mostly highway speeds/rpms is what I'm looking at. We all know how gear plays a big role tho.
My old man told me back in the day they use to run a straight 6 and install a low gear to get a load moving well out the hole.
My old man told me back in the day they use to run a straight 6 and install a low gear to get a load moving well out the hole.
10-12-2015, 01:12 PM
#27
TECH Veteran
If the op wasn't on a budget and wanted a towing monster... This what I would do this
-402-408 ci short block
- afr 205 heads
-trailblazer SS intake
-210 or so duration cam
Richard Holdener showed just how effective a stroker crank really is on a test where he swap Camshafts in a afr headed 408 ci. Even with a 5.3 LM7 the 408 produced 500 ft lbs of torque.
-402-408 ci short block
- afr 205 heads
-trailblazer SS intake
-210 or so duration cam
Richard Holdener showed just how effective a stroker crank really is on a test where he swap Camshafts in a afr headed 408 ci. Even with a 5.3 LM7 the 408 produced 500 ft lbs of torque.
10-12-2015, 01:45 PM
#29
TECH Veteran
10-12-2015, 08:32 PM
#31
The torque output has a **** ton to do with elevated compression ratio/cylinder pressure which direct injection allows more of without detonation. The valves are now canted similar to a MARK IV BBC so more valve lift equals more unshrouding. The intake runner no longer needs to have swirl and tumble to enhance mixture homogeneity....the injector sprays perfect atomization so the runner only needs to move air. Then that whole continuous variable valve timing can flatten the hell out of the torque band by maximizing the cranking compression while acting like a dozen or so different camshafts through out the power band.
Totally different animal really
I see your point and I know you fly both flags, however the 261 cc runner in a towing application would never be my first choice.
10-17-2015, 12:13 PM
#32
I have an '01 2500HD and maybe in the same boat due to I think I have a lifter that may need to be replaced.
My thought was a LS6 or LS2 cam with some 243s I have sitting around and a thinner head gasket. The cam is reliable will not need regular spring changes, sure a small custom cam may pick up a little but is it worth the expense upfront and possibly down the road for small gains.
IF I did do an aftermarket cam it would be something like this:
https://ls1tech.com/forums/dynamomet...2rwtq.htmlThis is what I have found
Cam Motion Stage 2 5.3 drop in cam (205/210 .510/.510 115+4)
GMPP blue beehive springs
GM cams:
2001+
LS1 198/208 500/500 116
LS6 207/217 525/525 116
Other GM cams from searches on here:
HotCam 219/228 525/525 112
LS2 204/211 525/525 116
ASA 226/236 525/525 110
CupCam 239/251 570/570 106
The HotCam has also caught my eye.
The 99-00 LQ4 6.0L used the 12560967 - this is also used in the 5.3L
The 01-up LQ4 6.0L used the 12561721
The 02-up LQ9 6.0L also used the 12561721
Factory Camshaft specs are:
12560967 191/190 duration at .050 0.457/0.466 lift on a 114 Lobe center
12561721 196/207 duration at .050 0.467/0.479 lift on a 116 Lobe center
I would have to do some more searches but I believe the '01 LS6 used what later became the LS2 cam.
My thought was a LS6 or LS2 cam with some 243s I have sitting around and a thinner head gasket. The cam is reliable will not need regular spring changes, sure a small custom cam may pick up a little but is it worth the expense upfront and possibly down the road for small gains.
IF I did do an aftermarket cam it would be something like this:
https://ls1tech.com/forums/dynamomet...2rwtq.htmlThis is what I have found
Cam Motion Stage 2 5.3 drop in cam (205/210 .510/.510 115+4)
GMPP blue beehive springs
GM cams:
2001+
LS1 198/208 500/500 116
LS6 207/217 525/525 116
Other GM cams from searches on here:
HotCam 219/228 525/525 112
LS2 204/211 525/525 116
ASA 226/236 525/525 110
CupCam 239/251 570/570 106
The HotCam has also caught my eye.
The 99-00 LQ4 6.0L used the 12560967 - this is also used in the 5.3L
The 01-up LQ4 6.0L used the 12561721
The 02-up LQ9 6.0L also used the 12561721
Factory Camshaft specs are:
12560967 191/190 duration at .050 0.457/0.466 lift on a 114 Lobe center
12561721 196/207 duration at .050 0.467/0.479 lift on a 116 Lobe center
I would have to do some more searches but I believe the '01 LS6 used what later became the LS2 cam.