L92
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From: Lima
L92 I have a l92 I got out of a 10 escalade. I had a gen IV 6.0 in my ws6 but it decided it wanted to eject a rod through the side of the block. That motor seemed very lazy down low, It had 821, ls3 intake, tsp f35 cam, 660 pac springs, 4k circle d converter, 12 bolt with 4.56. limiter was set at like 7k. im trying to do this one right this time around, and looking for some constructive input. on my 6.0 before i put the ls3 heads on and it was 799's it made 428/454 with a ms4. never dyno'd with the 821's and the f35. It didnt feel faster and only gained 1 mph but lost 1 tenth in the quarter. overall havent been impressed and sounds like i had my set up all wrong. looking at keeping the stock heads and intake. Just trying to shoot for a low 11 high 10 and ill be happy.
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Going from the 799s to the 821s you might have gained up top, but lost some low end due to losing port flow velocity.
Maybe with the right cam that can be offset a bit in your new engine.
Maybe with the right cam that can be offset a bit in your new engine.
Is this street driven, or track only? For a nasty 6.2 combo you should be stalling 5500 minimum, 6000 better and shifting around 7500. F35 cam is close enough I'd say you have no need to grind a new cam.
You don't have to, but porting the stock heads would be nice. I'd be looking at a different intake suited for high rpm. Stock intake is going to fight you. Maybe a BTR trinity? Fast with mid-length runners would work too but I've never seen anyone sharing impressive results with that thing. Ideally you'd get a trinity and send the heads and intake to the same shop to port them together. Stock heads and out of the box trinity would also be ok.
What is your race weight with you in the car? You should be hitting mid 10's with this combo. It'll run real nice.
Watch your PTV, but as much as you can increase the compression the better.
You don't have to, but porting the stock heads would be nice. I'd be looking at a different intake suited for high rpm. Stock intake is going to fight you. Maybe a BTR trinity? Fast with mid-length runners would work too but I've never seen anyone sharing impressive results with that thing. Ideally you'd get a trinity and send the heads and intake to the same shop to port them together. Stock heads and out of the box trinity would also be ok.
What is your race weight with you in the car? You should be hitting mid 10's with this combo. It'll run real nice.
Watch your PTV, but as much as you can increase the compression the better.
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Joined: Jun 2010
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From: Lima
Is this street driven, or track only? For a nasty 6.2 combo you should be stalling 5500 minimum, 6000 better and shifting around 7500. F35 cam is close enough I'd say you have no need to grind a new cam.
You don't have to, but porting the stock heads would be nice. I'd be looking at a different intake suited for high rpm. Stock intake is going to fight you. Maybe a BTR trinity? Fast with mid-length runners would work too but I've never seen anyone sharing impressive results with that thing. Ideally you'd get a trinity and send the heads and intake to the same shop to port them together. Stock heads and out of the box trinity would also be ok.
What is your race weight with you in the car? You should be hitting mid 10's with this combo. It'll run real nice.
Watch your PTV, but as much as you can increase the compression the better.
You don't have to, but porting the stock heads would be nice. I'd be looking at a different intake suited for high rpm. Stock intake is going to fight you. Maybe a BTR trinity? Fast with mid-length runners would work too but I've never seen anyone sharing impressive results with that thing. Ideally you'd get a trinity and send the heads and intake to the same shop to port them together. Stock heads and out of the box trinity would also be ok.
What is your race weight with you in the car? You should be hitting mid 10's with this combo. It'll run real nice.
Watch your PTV, but as much as you can increase the compression the better.
This was our L92 combo in our 1980 malibu wagon bracket car. SBE with mild ported heads + victor jr and holley 750. 239/251 on 110+2 cam - slightly bigger than the F35, but not much different. 6000 stall 8" converter and powerglide - I think in that video was 4.56's. Only 10.4:1 compression. Race weight is about 3100-3200 with driver. Eventually ran a best of 10.13. At 131 mph it was screaming through the lights at 7800 - super fun. Now have a 415 in it because we think it broke a piston. Destroyed everything except the lifters lol. Made 760 runs and a lot of wins.
Thread Starter
11 Second Club
Joined: Jun 2010
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From: Lima
https://www.youtube.com/watch?v=vJ67DkG3Zzg
This was our L92 combo in our 1980 malibu wagon bracket car. SBE with mild ported heads + victor jr and holley 750. 239/251 on 110+2 cam - slightly bigger than the F35, but not much different. 6000 stall 8" converter and powerglide - I think in that video was 4.56's. Only 10.4:1 compression. Race weight is about 3100-3200 with driver. Eventually ran a best of 10.13. At 131 mph it was screaming through the lights at 7800 - super fun. Now have a 415 in it because we think it broke a piston. Destroyed everything except the lifters lol. Made 760 runs and a lot of wins.
This was our L92 combo in our 1980 malibu wagon bracket car. SBE with mild ported heads + victor jr and holley 750. 239/251 on 110+2 cam - slightly bigger than the F35, but not much different. 6000 stall 8" converter and powerglide - I think in that video was 4.56's. Only 10.4:1 compression. Race weight is about 3100-3200 with driver. Eventually ran a best of 10.13. At 131 mph it was screaming through the lights at 7800 - super fun. Now have a 415 in it because we think it broke a piston. Destroyed everything except the lifters lol. Made 760 runs and a lot of wins.
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Thread Starter
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Joined: Jun 2010
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From: Lima
Well it'll be a 6.2 this time around. SBE and heads pretty much untouched. I would think it should have enough compression this time around being it was supposed to be designed for the LS3. I mean the L92 was supposed to be 10.5:1 which I'm wondering if that's enough or not.
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Thread Starter
11 Second Club
Joined: Jun 2010
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From: Lima
My advice is to call up the Lindy Tool Co and get the cutter for the intake valve, get .040 head gaskets, unless your pistons are out of the holes more than normal, and get the heads milled to set the compression to around 11:1, maybe more if you have more than 91 octane where you are.
This TSB is also useful reading for this engine: https://static.nhtsa.gov/odi/tsbs/20...33148-9999.pdf
It's probably smart to do the piston soaking that is talked about in that TSB. I had very good success doing it and not having oil consumption afterwards, and my engine looked like it was owned by someone who wasn't a fan of oil changes.
Thread Starter
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Joined: Jun 2010
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From: Lima
I have the same engine down to the year in my GTO. Don't be afraid of cutting the pistons. It's easy with the engine on a stand, but you definitely want to be careful with it. I had never done it before I did to my 6.2 and was planning not to until I measured my PTV. You'll be way better off just planning on doing from the start. With that cam and the stock exhaust flycuts in that engine, you're going to be pretty low on compression if you don't mill the heads. If you mill or run thin head gaskets (I did both), the PTV is going to be too close for comfort. Mine ended up being about 10.8 after the flycuts, but I have a smaller cam and 91 octane. I would have cut the heads more if I had planned to flycut when I had them milled, but at least it's about what an LS3 is.
My advice is to call up the Lindy Tool Co and get the cutter for the intake valve, get .040 head gaskets, unless your pistons are out of the holes more than normal, and get the heads milled to set the compression to around 11:1, maybe more if you have more than 91 octane where you are.
This TSB is also useful reading for this engine: https://static.nhtsa.gov/odi/tsbs/20...33148-9999.pdf
It's probably smart to do the piston soaking that is talked about in that TSB. I had very good success doing it and not having oil consumption afterwards, and my engine looked like it was owned by someone who wasn't a fan of oil changes.
My advice is to call up the Lindy Tool Co and get the cutter for the intake valve, get .040 head gaskets, unless your pistons are out of the holes more than normal, and get the heads milled to set the compression to around 11:1, maybe more if you have more than 91 octane where you are.
This TSB is also useful reading for this engine: https://static.nhtsa.gov/odi/tsbs/20...33148-9999.pdf
It's probably smart to do the piston soaking that is talked about in that TSB. I had very good success doing it and not having oil consumption afterwards, and my engine looked like it was owned by someone who wasn't a fan of oil changes.