difference between L92 and LS3
 

Ya was just wondering what is the differance between a L92 and a LS3 engine?

Heavier valves in the L92 and milder more torque cam for a truck in the L92.

I could be wrong, but isn't the L92 VVT and the LS3 not.

And the VVT.

and extremities

Is the L92 easier to get used? Are there any differences in building up either of them? I was thinking of installing a L92 into this 70 Camaro if the deal goes through and was wondering how difficult the install will be. I planned on going through the L92 and going with a larger cam, nice set of heads and I really wanted to keep the EFI on it as well. Would it be easier to get an LS3 that already has decent HP and just install that? Sorry for all the questions, but I am trying to learn as much as I can.

Stock heads are great as is, add hardened push rods, car intake, ls7 cam, good valve springs, headers and you have 500 HP.

As stated the L-92 heads are great as is, but if it's an 07 change the valves they had problems with the stock valves breaking that year. Check with Mast Motorsports from cams/limiters to take advantage of the VVT.

On street motors unnder 420" I like the stock heads better then worked heads.

L-92 = Ok
 

We have sold our ECU-882C-1 to WaterThunder.com for over 400 L-92 engines that Dave "refits" into Air Boats.

This is what I found:

The stock weight valves will "rev" to over 7000 RPM without breakage.
The Truck Intake is always changed to the LS-3 Corvette Intake.
The Valve Springs are always replaced with "yellow" springs OR "duals" when cam lift exceeds the "yellows" .580" safe lift.
When VVT is operational (pin lock disengaged) the Pantera EFI "limiter" is used to limit Retard/Advance.
(be aware, Comps will allow for FULL ADVANCE to 4 degree Advance ONLY)
The Fuel Injector size is increased in some cases.
The Reluctor to Crankshaft reference needs to be +1.75 to +1.50. (stock reference is retarded)
Safety dictates REMOVAL of the DBW throttle body electric motor with a DBC shaft.
Ignition timing needs to modest, in the 28 degree range.

Remember the L-92 has a HIGH VOLUME oil pump the can empty some "after market" oil pans.

Lance

There's a comment I hadn't heard before...why does safety dictate removal of the DBW? I was planning on using it.

The drive by wire is of zero concern is a factory ECM is used. 99% of the LS motors we sell and install use a factory / GMPP ECM.

As Pantera mentions, I too have concerns with aftermarket ECMs and DBW even though some aftermarket systems do have DBW capabilities.

Thanks Frank. One of these day you should write a book...:thumbsup:

DBW=Drive To Death
 

At the OEM level, I know about 9,000,000 reasons why it was a BAD idea !

Lance

Good info Lance!

Lance - please exlpain that one. I'm sure you have experience, so please share?

I always thought LS3 + VVT = L99? What's the difference between the two?

DBW is the way to go.

How long have the OEM's been using DBW?

Other than Toyota trying to kill their customers, it's been good.

DBW has been treating me good so far in my DD. I will say that tuning it isn't as hard as I expected. It's nice not having to worry about the Idle air circuits, plus the PCM can easily modulate throttle so it can compensate for many drive-ability issues you see with a cable operated TB. You tell it desired air flow and it does the rest.
From an aesthetic standpoint; It also looks much nicer sitting in the engine bay.

The only issue I've ever had is a wiring issue caused my truck to go into limp home mode. It essentially sets the throttle at about 1500 regardless of pedal input. It's a little bit of an inconvenience, but a necessary evil. At least it lets you drive it back home.
If I didn't already have my PCM and harness I'd easily switch to DBW.