L92 in 2010 Camaro?
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L92 in 2010 Camaro? What's up guys, so a few weeks ago I blew the motor on my 2010 M6 and have been searching for a new one since. I recently came across an L92 long block and from what I understand it's pretty much an LS3 with VVT, solid valves, truck intake/pulley/timing cover, and smaller cam.
So everything that is salvageable from my LS3 is my Timing set (3-bolt Sprocket/C5R chain/LS2 tensioner), Melling oil pump, Intake, 14/16 valves, 14/16 lifters, PRC .660 lift springs/Titanium retainers, and rockers. My cam I'm pretty is trashed considering the last lifter is jammed into the block and I can't take the cam out.
Ultimatley my question is, since the L92 is a Gen IV block, would it be a direct swap into my Camaro and would it pretty much be an LS3 if I removed VVT and swapped out all the parts I listed as good? I know the pistons are different since they have valve reliefs vs the LS3 flat tops but what difference does that make? CR?
So everything that is salvageable from my LS3 is my Timing set (3-bolt Sprocket/C5R chain/LS2 tensioner), Melling oil pump, Intake, 14/16 valves, 14/16 lifters, PRC .660 lift springs/Titanium retainers, and rockers. My cam I'm pretty is trashed considering the last lifter is jammed into the block and I can't take the cam out.
Ultimatley my question is, since the L92 is a Gen IV block, would it be a direct swap into my Camaro and would it pretty much be an LS3 if I removed VVT and swapped out all the parts I listed as good? I know the pistons are different since they have valve reliefs vs the LS3 flat tops but what difference does that make? CR?
L-92 vvt ok MY method would be to KEEP the VVT, install travel limiters.
USE my VVT controller stand alone.
Regrinding the camshaft to new specifications ? (VVT Friendly)
The block mounting is the same as LS-3, all cases I found, it is the same.
MANY LS3's drop valves when "retuned", is this the cause of your engine failure ?
Lance
USE my VVT controller stand alone.
Regrinding the camshaft to new specifications ? (VVT Friendly)
The block mounting is the same as LS-3, all cases I found, it is the same.
MANY LS3's drop valves when "retuned", is this the cause of your engine failure ?
Lance
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Joined: Jul 2014
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Could have been, the valve is completely gone along with the piston, which completely shattered and made a hole in my block. Would I be better off regrinding the cam or getting a new one? the cost of a new one would be about $400. How much would it be to regrind mine?
Baja Damaged LS engines "spec" classes My experience is taken from the desert racing area, "spec" LS stock engines that are sealed.
I have seen "dropped" valve (OEM lite valve) damage to the engine when the
EMS may not have been tuned in the best way.
Thus your question about using OEM "lite" valves 14/14 = NO
The L-92 Camshaft is different, the oil supply passage way is present.
My cost of a Crower Cams VVT regrind is about 1/2 price of new.
This result places the lifter in the center of the guide and lowers roller speed.
The lobe lift must not be too great though a GM core is far best.
Inspect the Oil PUMP for debris, "G" rotor pumps must show NO sign of damage due to design requirements.
Lance
I have seen "dropped" valve (OEM lite valve) damage to the engine when the
EMS may not have been tuned in the best way.
Thus your question about using OEM "lite" valves 14/14 = NO
The L-92 Camshaft is different, the oil supply passage way is present.
My cost of a Crower Cams VVT regrind is about 1/2 price of new.
This result places the lifter in the center of the guide and lowers roller speed.
The lobe lift must not be too great though a GM core is far best.
Inspect the Oil PUMP for debris, "G" rotor pumps must show NO sign of damage due to design requirements.
Lance
