L92 street reliable?
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L92 street reliable? Hi, I was doing a little pricing and research on a larger replacement for my LS....I got interested in the L92 as it seems like the cheapest 427 you can order as a short block (you probably know it's around 4.9K)
Funny thing is I asked someone on the site affiliated with a shop and they said that the L92 is not a reliable street setup. Any ideas why it isn't? Am I missing something?
Funny thing is I asked someone on the site affiliated with a shop and they said that the L92 is not a reliable street setup. Any ideas why it isn't? Am I missing something?
I think it might have to do with how the L92 block being aluminum and is bored to 4.060 you really have no room for error then add a big stroke. Why not build a 408 or 418 using the Lq9 block and L92 heads. The extra cubes really wont make a difference either way the L92 heads are limited by the L76 intake after being ported until the fast design comes out.
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I think it might have to do with how the L92 block being aluminum and is bored to 4.060 you really have no room for error then add a big stroke. Why not build a 408 or 418 using the Lq9 block and L92 heads. The extra cubes really wont make a difference either way the L92 heads are limited by the L76 intake after being ported until the fast design comes out.
As far as why I was looking at the L92 427...I just thought it would be cool to have a 427, I feel an LSX block in my future...any ideas?
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Most of those builders using the L92 blocks to build 427's are not boring or sleeving the blocks. They are just using the existing 4.065 stock bore of the L92's and putting a long stroke in it (4.100 if I remember correctly).
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Maybe the characteristics or that particular bore? I wonder how much difference you would hear b/w something like this and say an LSX427....there are two popular bores for that block to get 427 I wonder how different they sound?
man what a joke....if done correctly the l92 setup you are looking at is golden....big power with good manners and overall driveabilty. Word to the wise....would steer clear of that TSP setup. Would spend alittle extra and choose someone like MTI...futral....or Stenod. Goodluck
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man what a joke....if done correctly the l92 setup you are looking at is golden....big power with good manners and overall driveabilty. Word to the wise....would steer clear of that TSP setup. Would spend alittle extra and choose someone like MTI...futral....or Stenod. Goodluck
I'm still eyballing the Katech ls7 value block, looks really sweet, just don't see huge glaring reasons to spend the extra coin when this is going to be an all street car, can anyone tell me something I might not be forseeing?? Thanks for the time everyone...~Cullen
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man what a joke....if done correctly the l92 setup you are looking at is golden....big power with good manners and overall driveabilty. Word to the wise....would steer clear of that TSP setup. Would spend alittle extra and choose someone like MTI...futral....or Stenod. Goodluck
I am concerned as I was looking at their 427 L92 as well as SDPC 413 LS2. 
G.
i would look into an ls2 403 w/ l92 heads/l76intake
Speedinc has a longblock that they offer like that. looks pretty sweet.
http://www.ls1speed.com/enginepackages.cfm
Speedinc has a longblock that they offer like that. looks pretty sweet.
http://www.ls1speed.com/enginepackages.cfm
The L92/LS3 block is fine and yet boring it or sleeving it seems like a unwise move when you can stroke it to 415 economically. Personally I think 4.1" stroke is pushing the limits with the 6.0/6.2 shorter sleeve length.
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That is my understanding, that the 4.1" stroke is what causes the reliability issues. One sponser told me that they are changing their piston and rod combinations to compensate for this, I dunno but I'd like more information and i'll see what they have to say and post it up.
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From: ct
Straight from TSP's site, talking about the 427 L92. The 427 has a 4.10" stroke, the 418 has a 4.00" stroke.
http://texas-speed.com/shop/item.asp...d=822&catid=85
http://texas-speed.com/shop/item.asp...d=686&catid=85
Due to the shorter cylinder length of the L92 block, a high wrist pin placement is necessary for adequate piston stability at bottom-dead-center. Due to the high wrist pin placement, a thinner .043"/.043"/3mm ring pack is required. Our 427 cid L92 short-block makes for an excellent naturally-aspirated setup, but we do NOT recommend this engine for any type of power-adder! If you plan on using nitrous or any type of forced induction, we recommend our TSP 418 cid L92. The 4.00" stroke will allow for lowered ring lands and a thicker piston top to take the abuse of power-adders.
http://texas-speed.com/shop/item.asp...d=686&catid=85
That is my understanding, that the 4.1" stroke is what causes the reliability issues. One sponser told me that they are changing their piston and rod combinations to compensate for this, I dunno but I'd like more information and i'll see what they have to say and post it up.
In my head, the already thin cylinder walls with a long stroke is just a bad idea from the get-go. There are far better configurations available to get you to the displacement you want (albeit more expensive usually). If you have the money, I'd do the Katech block without hesitation...a Warhawk block or LSX would be awesome too, and leave you with a good amount of cylinder walls for clean-ups/rebuilds in the future should the need arise.
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i would look into an ls2 403 w/ l92 heads/l76intake
Speedinc has a longblock that they offer like that. looks pretty sweet.
http://www.ls1speed.com/enginepackages.cfm
Speedinc has a longblock that they offer like that. looks pretty sweet.
http://www.ls1speed.com/enginepackages.cfm
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as others have asked I would like to know why TSP products are not recommended. I have heard good things in the past and they or SDPC will be the first people I call for my next project.
I like TSP because they are closer to me than SDPC and there is something that feels good about driving there and meeting them in person.
I like TSP because they are closer to me than SDPC and there is something that feels good about driving there and meeting them in person.
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GSX, if you're driving to TS from DFW to pick up your engine, you'll pass SDPC a few miles before you get there 
. I've seen both of their engines and it's a toss-up, IMHO. Buy from whoever you feel more comfortable with.
I don't know that the comment on TS's website about power adders and a 4.1" stroke has to do with experience or more along the lines of calculated caution. The LS series of engines has proven that not only can it make big hp/tq numbers for it's size, it can take quite a beating as well. HUGE factor in my decision to go with one.
I'm going with the aluminum 6.2L block, 4.1" crank and flat tops, hand-ported L92 heads and L-76 intake. This is for my '81 4-speed Corvette, I want a bone-stock sounding idle that'll surprise more than a few folks, particularly those in the passenger seat for the first time! I'm aiming for 550 FWHP which happens to be what most old-timers estimate the output of the 427 L-88 to be 40 years ago Should be a walk with these parts, from what I've seen in person and read here.
Every wrench-head car nut grease monkey knuckle buster knows that bragging rights are part of what goes under the hood. If the number "427" wasn't special to GM, they wouldn't have ended up with that number on the Z06 Corvette engine. I'd be lying if I didn't admit that it had plenty to do with my decision, too
. I've seen both of their engines and it's a toss-up, IMHO. Buy from whoever you feel more comfortable with.I don't know that the comment on TS's website about power adders and a 4.1" stroke has to do with experience or more along the lines of calculated caution. The LS series of engines has proven that not only can it make big hp/tq numbers for it's size, it can take quite a beating as well. HUGE factor in my decision to go with one.
I'm going with the aluminum 6.2L block, 4.1" crank and flat tops, hand-ported L92 heads and L-76 intake. This is for my '81 4-speed Corvette, I want a bone-stock sounding idle that'll surprise more than a few folks, particularly those in the passenger seat for the first time! I'm aiming for 550 FWHP which happens to be what most old-timers estimate the output of the 427 L-88 to be 40 years ago
Should be a walk with these parts, from what I've seen in person and read here.Every wrench-head car nut grease monkey knuckle buster knows that bragging rights are part of what goes under the hood. If the number "427" wasn't special to GM, they wouldn't have ended up with that number on the Z06 Corvette engine. I'd be lying if I didn't admit that it had plenty to do with my decision, too