Carb swap L92
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Teching In
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Carb swap L92 Hey y’all,
I got a 2014 L94 that I want to carb swap? What do I need to do to the internals? I see DOD and VVT, but I have no clue what it means.
I am using MSD for ignition for now, but I got front cover and cam gear to run distributor later on. It also has lobe for mech fuel pump.
I got a 2014 L94 that I want to carb swap? What do I need to do to the internals? I see DOD and VVT, but I have no clue what it means.
I am using MSD for ignition for now, but I got front cover and cam gear to run distributor later on. It also has lobe for mech fuel pump.
Last edited by 65StepSide; May 19, 2022 at 05:54 AM.
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From: Seattle
Hey y’all,
I got a 2014 L92 that I want to carb swap? What do I need to do to the internals? I see DOD and VVT, but I have no clue what it means.
I am using MSD for ignition for now, but I got front cover and cam gear to run distributor later on. It also has lobe for mech fuel pump.
I got a 2014 L92 that I want to carb swap? What do I need to do to the internals? I see DOD and VVT, but I have no clue what it means.
I am using MSD for ignition for now, but I got front cover and cam gear to run distributor later on. It also has lobe for mech fuel pump.
Hey y’all,
I got a 2014 L92 that I want to carb swap? What do I need to do to the internals? I see DOD and VVT, but I have no clue what it means.
I am using MSD for ignition for now, but I got front cover and cam gear to run distributor later on. It also has lobe for mech fuel pump.
I got a 2014 L92 that I want to carb swap? What do I need to do to the internals? I see DOD and VVT, but I have no clue what it means.
I am using MSD for ignition for now, but I got front cover and cam gear to run distributor later on. It also has lobe for mech fuel pump.
For educational purposes here, DOD stands for Displacement On Demand, and is a method of using oil pressure to hydraulically disable 8 of the 16 lifters, turning the engine into a V-4 for fuel mileage purposes. This would only occur at very light load. GM’s stab at better mileage to help meet the EPA requirements, and honestly some folks still give a rip about fuel mileage. I’m sure it would make a sale or two. VVT stands for Variable Valve Timing and is a method of using oil pressure (again) to hydraulically retard or advance the camshaft to aid in low end torque or top end power, whichever the engines computer felt was necessary to help, according to rpm. This technology is very cool to me, but I’m a techy type of performance guy nerd. It works for an all around street cruiser. If your building an all-out max-effort drag car or standing mile engine, VVT is not for you. The first engine I built for my Chevelle had VVT, with an aftermarket Mast Motorsports VVT camshaft. I liked it, but was hypnotized by the HP drug and built the sleeved 434 I have now. I get bored easily with my builds and have to change things, hence the 434 build. Nothing wrong with the aluminum 6liter with VVT at all. It had 1500 miles on it, and I pulled it out.
Many here will rag on you for going carb and distributer with an LS platform, so be ready for the insults. I say build whatever makes you tick. If it’s a carb, do it. If you enjoy the challenges of fuel injection, do it. Pro charged 500 cubic inch, 3500hp Hemi? Do it. To each there own.
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Teching In
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L92 wasn’t made in 2014, and never had operational DOD (AFM…same thing) Some early L92’s had the DOD lifters, but it was never operational…not sure why. L92 did have VVT.
For educational purposes here, DOD stands for Displacement On Demand, and is a method of using oil pressure to hydraulically disable 8 of the 16 lifters, turning the engine into a V-4 for fuel mileage purposes. This would only occur at very light load. GM’s stab at better mileage to help meet the EPA requirements, and honestly some folks still give a rip about fuel mileage. I’m sure it would make a sale or two. VVT stands for Variable Valve Timing and is a method of using oil pressure (again) to hydraulically retard or advance the camshaft to aid in low end torque or top end power, whichever the engines computer felt was necessary to help, according to rpm. This technology is very cool to me, but I’m a techy type of performance guy nerd. It works for an all around street cruiser. If your building an all-out max-effort drag car or standing mile engine, VVT is not for you. The first engine I built for my Chevelle had VVT, with an aftermarket Mast Motorsports VVT camshaft. I liked it, but was hypnotized by the HP drug and built the sleeved 434 I have now. I get bored easily with my builds and have to change things, hence the 434 build. Nothing wrong with the aluminum 6liter with VVT at all. It had 1500 miles on it, and I pulled it out.
Many here will rag on you for going carb and distributer with an LS platform, so be ready for the insults. I say build whatever makes you tick. If it’s a carb, do it. If you enjoy the challenges of fuel injection, do it. Pro charged 500 cubic inch, 3500hp Hemi? Do it. To each there own.
For educational purposes here, DOD stands for Displacement On Demand, and is a method of using oil pressure to hydraulically disable 8 of the 16 lifters, turning the engine into a V-4 for fuel mileage purposes. This would only occur at very light load. GM’s stab at better mileage to help meet the EPA requirements, and honestly some folks still give a rip about fuel mileage. I’m sure it would make a sale or two. VVT stands for Variable Valve Timing and is a method of using oil pressure (again) to hydraulically retard or advance the camshaft to aid in low end torque or top end power, whichever the engines computer felt was necessary to help, according to rpm. This technology is very cool to me, but I’m a techy type of performance guy nerd. It works for an all around street cruiser. If your building an all-out max-effort drag car or standing mile engine, VVT is not for you. The first engine I built for my Chevelle had VVT, with an aftermarket Mast Motorsports VVT camshaft. I liked it, but was hypnotized by the HP drug and built the sleeved 434 I have now. I get bored easily with my builds and have to change things, hence the 434 build. Nothing wrong with the aluminum 6liter with VVT at all. It had 1500 miles on it, and I pulled it out.
Many here will rag on you for going carb and distributer with an LS platform, so be ready for the insults. I say build whatever makes you tick. If it’s a carb, do it. If you enjoy the challenges of fuel injection, do it. Pro charged 500 cubic inch, 3500hp Hemi? Do it. To each there own.
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Teching In
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Thread Starter
Teching In
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I’m sorry,it is L94 out of a 2014 Denali. I will carburete it and eventually use the distributor with a MSD black box. Thanks for clearing up the DOD and VVT. The VVT will be deleted with the new front cover anyway (the lobe for fuel pump and distributor gear is mounted on the front of the camshaft) Do you have any experience with DOD delete kits? I will need to find a good cam as well, running single plane intake and like for it to be in the 7500 range
L94 is a gen4 with 823 rectangle port heads. They were very stout stock, and with a cam and a carb, one could really make some power. 2014 was last year for these. Don’t let the year confuse you with gen4/gen5 stuff. I bought a new 2020, 2500 GMC Savanah work van and it still has a gen4 LS engine. It was the last of them however.
Im still stuck in the 2000's LOL
In that case I would slap a carb on that baby without a second thought.
Carbs can work good if clean and kept clean. I actually prefer the throttle response of a carb vs the slow reaction time of EFI and even slower if electronic throttle. Many dyno graphs I have seen show a slight power advantage of a carb at top end power. This is strange, because you’d think it would be a restriction. It has to be a restriction or it doesn’t work. But I think the cooling effect of the ventui (pressure drop) and the evap of the fuel provides some cooling EFI does not. Maybe.
Carbs are clean and simple. No spaghetti wiring, no reflashes, and they have worked for like 100 years.
Do it. I am doing two EFI, but I want to do a carb one eventually. Leave the distributor home though.
Carbs are clean and simple. No spaghetti wiring, no reflashes, and they have worked for like 100 years.
Do it. I am doing two EFI, but I want to do a carb one eventually. Leave the distributor home though.
Carbs can work good if clean and kept clean. I actually prefer the throttle response of a carb vs the slow reaction time of EFI and even slower if electronic throttle. Many dyno graphs I have seen show a slight power advantage of a carb at top end power. This is strange, because you’d think it would be a restriction. It has to be a restriction or it doesn’t work. But I think the cooling effect of the ventui (pressure drop) and the evap of the fuel provides some cooling EFI does not. Maybe.
Carbs are clean and simple. No spaghetti wiring, no reflashes, and they have worked for like 100 years.
Do it. I am doing two EFI, but I want to do a carb one eventually. Leave the distributor home though.
Carbs are clean and simple. No spaghetti wiring, no reflashes, and they have worked for like 100 years.
Do it. I am doing two EFI, but I want to do a carb one eventually. Leave the distributor home though.