HOW TO: MAXIMIZE JUNKYARD 6.2L LS PERFORMANCE
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- Опубліковано 13 чер 2024
- HERE'S WHAT WORKS! FULL DYNO RESULTS-6.2L L92 & LS3, MODS. HOW DO YOU MAKE POWER WITH THE REC-PORT, 6.2L MOTORS? WHAT ACTUALLY WORKS? IT'S ALL TESTED HERE, INXCLUDING LONG-TUBE HEADERS, MULTIPLE CAMS (ON L92 AND LS3), MULTIPLE INTAKES AND PORTED HEADS! IF YOU WANT TO KNOW WHAT MAKES POWER ON YOUR 6.2L (OR 6.0L), REC-PORT MOTORS-THIS VID HAS YOU COVERED.
- Авто та транспорт
Another note on longtubes. My ls Miata had a 5.3 with a cam and ran fine with cast iron manifolds and dual 2.5” exhaust. I switched to a 6.2 with a cam. And the car started to run much hotter. I finally did longtubes headers and dual 3” and dropped about 30 degrees in coolant temp across the board. The iron manifolds weren’t much of a restriction on the 5.3 but chocked the 6.2 out like crazy.
I HAVE TESATED STOCK MANIFOLDS VS HEADERS ON A 6.2L MANY TIMES
Just scored a L92 and 6L80E trans from the junkyard!!!!
Now it's time for a cam ! Possibly a LSA!!!!
How much did they charge with miles?
@@kaygaming49
Engine trans,transfer case and electric fans from the 07 Escalade $292! It was a stolen recovery, roughly 150,000 miles.
@@rajcam80 that’s crazy! I’m looking at getting an l92 and 6l80e out of a 08 denali for $3500 with 170k it’s the best deal I’ve seen but yours is way better! Where did you find this? I really want to do a 6.2 swap so I want to find a deal like this
@@kaygaming49
Mine had water in it, stolen recovery, minus the intake. But for you at the price is still reasonable.
Your my favourite engine channel. Massive thanks for what you do Richard.
Amazing, thorough review on what to do, with all the dyno work to prove/validate all options... hands down best vid I have watched all year, and I watch a few! Haha... 👍👍👍
Much appreciated!
Just learned a ton about the L92/LS3 in less than a half an hour, time to get started on my build...thank you!
Are you doing an afm delete?
I feel very educated after watching your video. I know exactly how to start my build in the next few months. Thank you
My favorite source for proven LS engine power!
Thanks for the info. I already got my intake, I went with fast. And long tube headers. I have a 2000 Z28 and can't wait to install. Now I have a better idea of what to expect. Doing a cam swap too. Can't wait now. Thanks again. Still learning these ls motors. Too much misinformation out there. Thanks for clearing it up. I was using my old small block info to just get by.
Hey Richard I just want to thank you for doing all the hard work and educating us . I also have a question if you could do some testing on an vk56de engine I have a motor here in Fairfield. And again thank you Richard you are the Man
HOLY SHIT 122hp cam swap? wow
Tons of good info Richard, much appreciated! Rule of thumb is to address the bottlenecks and it seems that heads and intake aren't always the biggest issue!
This channel and information is SO YUMMY !!!! Ugh! You are saving people thousands of dollars. Your contributions to the HP world are endless. Thank you so much.
Yummy is not the word of choice here
Richard YOU ARE SUCH A BADASS!!! LOVE YOUR CONTENT MY MAN!! THANK YOU 😁👏🏼🙌🏼👌
I appreciate that!
@@richardholdener1727 I just got a denali with the l92 and was wondering if your suggesting doing the cam before intake and exhaust too?
Protect this man at all cost!!!
Thanks for all that you do Richard!
Your making my stroker build too easy!
Are you selling those "Be Prepared" shirts?
Thank you again Richard for your great work.
Richard you keep grinding out the best content ! 👍
Just simple and common sense brilliant! Thank You Very Much!🇺🇸
My L92 powered G-Body went 11.04 @ 119 on a GM performance dual plane and 10.92@ 122 on CID single plane. SBE, short travel lifters, hollow stem intake valves, 233/247 . 3280 lbs race weight. 5200 stall. No power adder, pump gas. Back to back to back 10.90's . L92 is great.
@The New NKVD I saw how big the cam was and wondered about that. 5200 gives you lots of tolerance especially if you have a trans brake and a twostage. You can up the launch rpm 50 at a time and see if the tires hold it.
@The New NKVD weekend beatings. a big stall can be done in town but it's really not freeway friendly . Like 4,200 RPMs at 70 mph. Going back to a T56,, less cam , but going turbo
@@timothybayliss6680 what I found is I actually got the most consistency by just flash stalling the car. Sometimes the trans brake just hit the tire too hard. My best 60' was off the transbrake. But for the most part my most consistent times were always on flash stall.
Sweet ride man!
Your G is Plen Kwik !
So basically stage 2 or 3 cam and all the supporting mods like long tube headers, optimize tune and keep the ls3 intake because it just works great = cheap reliable power! From there it gets very expensive going bigger displacement with higher flowing portend heads topped with a high ram intake. Bigger the air pump bigger the power. Great video as always.
Thanks for the l92 info! I just got one out of an 07 Escalade to put in my Chevelle, guess I’m gonna put the summit stage 4 in it and terminator x and let it roll!
Thank you so much..... Loaded with really good information and I learned more then I thought I knew. Richard the engine God
Always good stuff Richard.
WOW!! That is a lot of information!!!!!! Thank you very much.
Perfect excuse to have a big cam haha especially if you don't lose much down low.
Hi Richerd …… a interesting test would be a comp cam 459 cam in the L92 … then a LS3 even though there virtually identical except the pistons and VVT.. then the same cam in a 416 stroker with rec port heads.😎👍
Great entertainment on a cold Friday night; Richard discussing my favorite LS engine, the LS3. It's just awesome that GM made race-quality intake manifold and cylinder heads on a regular production engine. Then just add a cam that has 20 more degrees duration, and you can add 60 hp. And that's without sacrificing any torque below 3500 rpm. I've wanted to do an LS3 build for my 4th-Gen Camaro for years. LS3 stroked to 400 cubic inches with an L8T crank, 224 cam, and GMPP ported heads, long tube headers, and stock LS3 intake. Would be easily above 550 hp.
Why stop at a 224 cam? 700hp is doable with a stout 400inch LS, especially with ported heads. The 235/25 .660/.665 lift cam in my 6.0 (above other parts, 11:1 comp and ported LS3 heads) gets my 6.0 to 600hp
@@rustysausage69 Above 224 effective seems to be where torque below 4000 rpm starts to suffer, as shown in some of Richard's tests. I'm a road course driver, and have to drive the car out of slow 2nd gear turns sometimes, where the engine is down around 3500 rpm. I'd be happy with an engine that has a broad power band from 4000 to 6500 rpm. I drove the LS1 for years using 3500 to 5500 as the power band. Going from 350 to 550 hp would be a big step up for me. Then I would have to spend more money on a set of bigger brakes.
@@andyharman3022 My motors in a chevelle built for autocross + will occcasionally see roadcourse and mid-range is VERY strong from 2000 to 7000; mid range should be the very LAST thing you worry about with a 400 inch combo, let alone a 600hp combo.
🤯 as usual when I watch a Richard Holdner video.
We can't thank you enough for running all the tests we used to have to run in our heads, or either that old windows 95 Desktop Dyno program 🤣
Loved that old program. Especially that iteration thing that would come up with the perfect cam 🥲
Great video Richard 👍🏻
Would’ve been interesting to see what the ported head picked up when running the 227 and 231 cam
Awesome videos!! Could you do a video on V10 motors? I like the ram truck v10 motor. Maybe if you could compare it to the viper motor and upgrades on truck motor for more power and torque.
Great testing and information revealed
This is knowledge in detail!! Thanks
Great to see the torque similarities between cam sizes. I run a 235/247 113 cam in a 6k lb truck. Drives great with the 3200 stall. Ran 8.6@82 in the 1/8th N/A.
what cam is it?
anymore details on the build? driveability etc
@@justinw6448 it's the texas speed vvt 4.2 cam they sell for the l99. I kept the vvt. Their recommended table only retards the timing up to 6°. I had 1-7/8" long tubes, circle D billet triple disc converter (still kept unlocked at wot). It's an AWD '07 Escalade. This combo got me into low 13's at just over 100 in the 1/4.
Drivability was fine. Got plenty of attention. Lots of cam chop, people were always looking for the muscle car. Wasn't loud inside until you stomped on it, especially on the freeway with the converter locked.
I've since done a full build on the 6l80, added a VS racing s485, 1500cc injectors, hellcat fuel pump, forged guts with 9.3:1 CR. Runs great with the same cam, boost comes in at 3300. Thanks to AWD I can foot brake it and launch at 3400 with full gate pressure (only running 5psi right now). E85 and more boost are next. Lots of fun.
@@wainfiggitty this reply was a long time ago but maybe you’ll answer haha. I see Texas speed has a cam made for l92 but only in the kit for it. They do show the l99 cams. Are they just as good? Being they’re made for the camaro. I was worried they lost way too much torque or made to rev out crazy far. TIA
@@kaygaming49 I don't have any personal data to compare the two. All I can say is that the l99 cam worked fine for my setup. Probably not great for a tow rig but with a stall converter it responds well as a cruiser. I had my shift points up around 7k rpm.
580 590 615 for a 376ci engine on pump gas is amazing all of these setups will work well with the right stall and rear gearing like to see some times with the 615 horsepower setup with a 4400-5000rmp stall converter with 4.10 gears in a 3500 pound car or less with a good suspension and drag radials should run 10.20s-10.50s in the quarter and with a overdrive transmission with a lockup stall converter should be streetable and cruise 70mph all day on the highway at 2400-2500rpm and what l love about this 615 horsepower setup is the 7200-7400rpm redline while still being streetable and still makes good torque at over 6000rpm and idle at 900rpm to do this with a old style smallblock chevy you'd need 12 to 1 compression AFR or some kind of expensive after market heads and a very big cam to match this kind of top end power not to mention it would probably idle around 1200-1500rpm and be a beast to drive on the street and even then bet torque drops off quickly above 5500rpm compared to a much more mild LS engine a bigger inch 406 old style smallblock can match this kind of power doubt it would rev as well or make this kind of torque in the upper rpm range as this LS engine does and the old style smallblock would need a 255 or more duration cam at over 625 lift to match this kind of power so your not going to be using a stock engine without after market pistons with valve reliefs and this power can be made using a stock LS 6.2 engine with stock crank rods and pistons wondering how much of a difference this 615 horsepower setup would loose with a Holley 4150 hp 950 and a victor jr intake or something very similar compared to this dominator never seen a dominator carb work well on the street I've seen plenty of Holley 850 and 950 hp 4150 carbs work well on the street
The LS3 Intake Manifold with the "Rod Mod" from GPI or any other vendor that does it yeilds great gains over the OEM LS3 intake manifold. I picked up 17wtq on my setup alone.
Give credit where credit is due.... Rick Crawford invented the "Rod Mod".
I did the "Rod Mod", head port and polish, and the gpi vvt 1 cam for my escalade. We have done remote tuning but nothing crazy and you can really tell when towing compared to stock.
Great video as always
Thanks again Richard.
Your work is priceless
Man alive that cross-flow dual intake looks mean. Almost worth it just for the look.
Great info thanks for posting, my L92 has a cold air intake, mbrp exhaust and a superchips flashpaq F5 handheld tuner and ive been wondering what the next step or upgrade should be and after watching it is undeniably going to be a camshaft for sure! Tons of tire smoke and angry people getting passed by a big heavy yukon denali on the roads hahaha
How did it work out if you have done it already. I just got a fresh 07 denali and was looking to start putting some work into it... did you stick with the vvt if so?
@@dustypatterson3180 I ve done a few vvt cam swaps on my 07 Escalade ESV. I've used various vvt and 3 bolt cams with great results. It all depends what your goals are in the grand scheme of things. My favorite tow cam give me great power down low but not a ton up top. Then again with the preformace cam it was over 100+ hp but more towards the top end. Just watch your your injectors or swap them, because the stock ones max out quick
@@TheElderOne2003 yea I'm looking to go with more like that latter. I don't plan on towing much I just wanted more power but keeping it drivable as it's my daily... I was just wondering why everyone seems to be so quick to vvt delete because it seems to help in a lot of areas
@@dustypatterson3180 I still run VVT on mine and it's not bad at all. With the cam I have the tables show 0 up till 4000rpm, then it starts to move around a bit. So daily driving it's like any other cam and then when you open her up the VVT takes over. It gets technical for sure but let me say it makes a BIG difference at the top end up till 7k rpm.
Get a nice little cam if u care about driveability and an actual tune (custom), u will live that thing.
Well heres the thing, i did test a smaller cam like you said on an l92, it did pick up power everywhere unlike what u mentioned. I am talking about an awd chassis dyno as well... Just my little piece of info i ran and tuned... Not hearsay.
IF YOU REPLACED THE STOCK CAM WITH AN AFTER MARKET CAM-IF SHOULD PICK UP POWER-LIKE I MENTIONED
THANK YOU SO MUCH !!!
I’m just waiting on the 6.2 Big Bang!!!!! Can you make it happen?
I ran a TSP 224 cam shorty headers, k&n intake, oem cats, 3.5 straight pipe axle dump on a 08 L92 sierra denali. Oem torque converter and tune. It got up and moved
Already did this lol where was this video when I needed it haha
facts 😂😂
Another one! Thanks!!
Keep save have a good Xmas
Great video,you have a lot of knowledge on builds.Richard I have a l92 that I’m putting in a 86 c10 with a 4l80.friend of mine has the Arun .608/.615 -230/242 -115+4 jam cam new that he’s giving me.what you think about that cam with a 78/75 billet turbo.
I forgot to mention I have 80lb injectors
Dang, this would be so exciting except for the fact I have one of those 6.2 motors with all the rattling and tapping. Scared to do anything to it.
Gonna be running an ls3 with 243 heads and ported tbss intake in my Silverado real soon so stoked !
The more I watch the more I learn.
Thanks so much!
great info
It's crazy this "stock ' motor can make so much power with just cam,springs, and long tubes
That all being said, great content as usual….and nothing to do with anything but I wonder, the LS3 factory intake manifold is so well designed that GM didn’t leave much on the table for improvement. Now the FAST 102mm LSXR very expensive intake doesn’t make any significant power increases compared to a stock LS3 intake…. But would there be a significant increase in HP and Torque on a bigger displacement LS3 like the common 416 stroker .
not in my testing-even on a 416
I own a 08, C6. Ls3. What is the best header, for a good price. Thanks for all the info
I do usually disagree on the cylinder head issue. Anytime I can gain power through the entire curve or in the area’s that matter I’m in. If my choice to gain another 15-20 is more camshaft and less driveability or cylinder head upgrade I’ll take the cylinder head upgrade all day. As long as the head you chose doesn’t kill all low rpm torque from an inefficient design go for it. Get the most power you can the most efficient way you can. Not every change needs to gain you 50hp and more. If I was at 480 and wanted 500 I wouldn’t do more cam if heads would get me what I wanted. On the same hand always buy the head that will work great when you upgrade cubic inches as you should always do. Great video btw. Thank you for your work Richard. This is much better than watching politics.
Why would you spend $1,500 on heads when you could spend $300 on a cam to make the same or more power..? Talk about efficiency…
@@boost1728 Cheaper doesn't mean more efficient.
@@michaelking1869 financially efficient, absolutely. Crazy money for tiny gains, or tiny money for tiny gains… but to each their own. Cylinder head companies love people like you 🤙🏼
Had a chance to get a l92 at a local picknpull out of a 07 escalade. But really didn't have the time. Regret it dearly. I wanted it for my s10. Too many people do the 5.3. Alot do the 6.0 also but nothing like the 5.3. I want to go a diff route. I just like the idea of having a 6.2L
So with those numbers on my l9h is there any reason not to put that up in my truck?
Right on
Good stuff
I have a question that wasn't covered. If you take a 6.2 and install 243 heads, 54-426-11 Comp cam with a Holley 650 DP Carb. what numbers are we looking at?
love this !!!......will the lower lsa help torque with the 224 cam?
Yes it will
Would be intresting to try this engine with original outlet manifolds and turbos
Just about 10psi
There is à lack of high power v8 in sweden for a resonable price
Would be perfekt to have a complete soulotion
Thank you Richard, for your videos. You're truly a Blessing. How about making a video,,,,,, of what kind of power you could make from SBC technology available pre-1977? Na of course? I'm in a club that can only use pre 1977 parts. I had a machinist friend ( far above his time ) build a 355 sbc , na with 530 hp. I've been shouted down,,,, by the " big fish in the pond ", that it was impossible to achieve 530 na in 1977 with what was available? I had a LT-1 4 bolt main, 292 " turbo" heads, fully ported that flowed 291 cfm, bla bla on the rest? 2 3/4 " Hooker tuned headers, Excell duel point, ect. Please enlighten us ALL,,, as to the possibilities of 500 plus hp, na, possible in 1977. Thank you!!!! There's thousands waiting for this one......
flowed 291?
Happy New Years Richard! I got a question, 1 3/4 vs 1 7/8 on a stock 6.2 or with a small vvt truck cam?
minimal difference
Again, great videos. Can you or have you done a comparison between a X pipe and a H pipe while using long tube headers?
His friends at the Engine Masters show did that test. I don’t recall Richard having done that one yet.
I've seen tests and really no hp gains to speak of, the X-pipe just had a better sound.
I have a 6.2 in my 08 yukon Denali, it has almost 300k miles , i want to put it in my 75 caprice with a procharger I’m debating should I rebuild it or should I just got buy a 6.2 out the crate ?
I enjoy all your videos. I have a 2014 SS Camaro with a 6.2 L99 with an automatic transmission, Long tube headers, cold air intake, oil catch can, and a tune. What cam would you recommend for a horsepower upgrade without having to install a torque converter.
truck norris
@@richardholdener1727 Thank You, I will check them out now.
Richard, is there any way you could do an analysis of rear mount turbos? Several guys on here have shown some great success, but never a break down like you do. It's a topic heavily laden with mythology, and you seem to "bang" through all the myth with knowledge and evidence!
Should be "easy" to test too. Just put the turbo 20 feet away.
@@ianm432 exactly. See how different turbos spool at different distances.
His normal to test setups arnt far from this already lol
Really don't like rear set up
@@rpsservice no one cares about opinions, we want to see data.
What is the part number for that summit cam used in the first l92 test.
I love your builds but you should do more builds with info on cam to torque converter. I guess I should ask the cam you ran on the L92 would you need an upgraded torque converter is that a cam you could run with factory settings and not do have to do much but maybe have the engine tuned.
i have lots of mild cam ls vids up-or you need to change the converter and definitely (always) a tune with cam swap
On the cross ram, my guess is that the runner has some casting that needs to be cleaned up. that "low spot" in the 5500-6k range just seems off to me.
@Richard can you drop the link for your exact summit racing stage 4 cam you used in the L92, im having trouble finding it
Okay, So what's the skinny on cam #2? If I want to put this cam in my LS3 where do I find it?
Was this cam SUM-8711? Please verify, you inspired me to finally do an ls-swap with an l92. Summit now makes SUM-8711R1 instead, I hope it has the same characteristics and clearance. Thank you!
Yes it is SUM-8711, and yes SUM-8711R1 would have pretty much identical characteristics and clearance (1 more degree of exhaust duration, no lift change). Right at the limit of piston-valve clearance but with the L92 youll be fine because of the dish piston. I wouldn't advise going any bigger than the above specs unless you do a piston upgrade or flycut.
Will I need a tune if I install basic long headers??
Hi Richard, I have an L92 that I plan to swap into my E36 weekend warrior/track car.
I’d like to go with a very responsive twin turbo setup. Main limiting factors are space, weight and throttle response. Do you have any recommandations? GT28vsGT30 or s200s
GT28S
I think the L9H was the most common 6.2L truck engine
How would I know the difference... I’ve got a 2011 Raptor.
What Combination for a L92 Truck 6.2 for Low End Torque thru Mid Range in a Heavy 96 Land Cruiser 'Triple Locked" Swap ~ Thank You, Love Content Sir
mild cam, headers
I apologize if I missed it but what springs did you end up using for the summit stage 4 cam? Great video btw.
dual btr
Can you do a test on the new 2020 LT1 m otor.How good is the factory intake and heads?How much can you get from a cam swap?What cam do you recommend i use? Mike Dohm
2020 motor is out of my price range
Finna put a l92 on my 96 single cab shortbed Silverado
Good old pushrod technology
Hey Richard. Have you tested the Z28 Camaro Tri-Y vs long tube headers? How much are ARH headers vs Kooks vs ebay headers?
I have tested the cheap heads vs the high dollar heads-that video is up
Hey Richard, always great info! My question for you is, how grumpy are these bigger cam setups on a daily driver. I have a 37 Chevy Master looking, I'm looking at taking a 6.0, punching it out to a 6.2, building, and putting it into this car for a cruiser. I want to build it to keep the a stock converter and have good low end torque. Can I realistically do that and it have 500 hp? Can you use the E85 gas in these setups? Thank you, and keep up the awesome testing!
I don't recommend boring the iron block to 4.065 and stock converter use will limit what cam you can run-but you can make 500 flywheel hp with decent heads and intake. E85 doesn't seem to help these lower compression motors.
Thanks Richard! Merry Christmas!!@@richardholdener1727
Thinking about swapping in the L92/6L80 into my wife's Yukon XL. Would the power cam and a torque converter be all that's needed for a bit more oomph for towing? Not looking for big power.
Yes, and some headers as well for low end torque
Hi richard! I follow you from italy with my c6 ls3, here we don't have so much aftermaket variety and many shops in usa didin't sell in italy.. also the price are very expensive with shipping and taxes.. so i would like to upgrade my engine whit a good cam and a long tube, i wanna improve my hp but also i want the best reliability for my engine (here in sicily i think there are 10-15 vette in total), so can you suggest me the best mode hp/reliability? The type of cam.. thank you very much for your free info, you're the best! Happy new year ❤
welcome Italy-the cam choice would depend on the power required, but hard to go wrong with a Truck Norris
@@richardholdener1727 thank you! ❤
What do You think about extrude porting? Also please do a video about how to identify the different LS engines in the junkyard.
I love those guys in Cali-we used it a lot back in the day
5 ways to ID:
-most useful is cylinder head castings on bottom pass. side valve-cover rail of cylinder head (google 3 numbers and results will tell you what motors that head came on from the factory).
-iron/aluminum block (iron always painted black, aluminum are bare),
-casting info on driver side-front of block (will say "4.8/5.3", "6.0" or "6.2" accessory drive covers this up),
-intake manifold (not very important, but truck ones ugly, car ones nice),
-bore-scope (dish vs. flat-top pistons, useful for differentiating 4.8 from 5.3, or LQ4 from LQ9, L92/LS3, others),
Use all of these methods and you'll never be oversold.
Hey Richard, Do 1 7/8 long-tube headers gain noticeable more power over the 1 3/4 long-tube headers on a cammed LS3. Thought you would be the perfect guy to ask, Cheers
minimal gains
@@richardholdener1727 Cheers.
Do I keep it y-pipe with long headers only or x-pipe?
When are you going to look into some of the newer lt 6.2 motors?
very expensive dropouts in california, when they're less expensive theyll be the new wave of swap motors
I have a 2017 Escalade with a 6.2L. I'm replacing my 3.23 gears with 4.56 gears, lightweight brake rotors.
Too big go with 4.10
Aren't you In jail
Hey Richard, i have an idea for a video, theres endless debate on forums/facebook about which intake is better (bang for the buck) between the LS6, FAST 92 and the FAST 102 on a cam only 5.7 or 6.0. Could you test these 3 intakes with just a cam change..and then maybe with cam and heads? The debate is if the gain is worth the cost of a FAST 92 or 102 over an LS6 on a relatively mild application.
THE FAST 102 MAKES THE MOST-I HAVE TESTED THAT MANY, MANY TIMES-WHETHER THE GAINS ARE WORTH IT IS UP TO YOU
@@richardholdener1727 now is that more peak power only or everywhere in the curve?
Any reason not to build on the lh9 engine ?
How do the cam power numbers compare between these tests and if the adjustable timing were working? For instance, with that first cam swap, would using it with the adjustable system add more bottom end or top end?
you can use VVT with many of the performance cams-there is not sufficient p-v
gonna sell my 5.3 yukon and get the denali wit the L92, def gonna ride with power and luxury
Richard, you should do this for a living. Seriously, thanks for your informative videos
I do