I think that the subject line pretty much says it all - or at least 97% of it... It looks like I've "lucked out" into one of the derailed '08 Escalade L92 engines, & I'm wondering if anyone knows of any special "gotchas" that might be lurking in this swap. Obviously I'd need to use a compatible ECM, & just as obviously I won't be using the VVT, but aside from "the standard stuff" that we're all basically familiar with (accessory drive, manifolds, fuel delivery, etc.) is there anything specific to this engine that I need to be aware of?? Thanks guys!

I understand it to be similar to any other LSX motor. Should go in like an LS1/LS2 etc

the truck intake kinda sucks tho, you should look into the L76 intake to match to those heads for better performance. You probly already familar with that, i dont know anything else.

Yep, I already have the intake covered - there's an L76 already here, just awaiting the rest of the engine...

That's good news, I was hoping that there wouldn't be any big surprises...

Its just like how the LQ4/LQ9 6.0 truck motors were swapped in some cars...basically same thing as the LSx Gen III stuff. All shared same components or similar stuff atleast.

L92 i believe is truck version of the new LS3 which is another improved LS2 i believe

From what I've read you also have to lose the oil pump if you remove the VVT or you'll run into issues that sucker pumps waaaaay too much volume to run conventionally ( non VVT cam )

OK, that makes sense. Thanks cam-, I'll plan on that then...

EDIT: I just thought of another question - Does anyone know if the engine harness for late trucks will fit the injectors on the L76 intake?? I'm thinking that for the short term, I might keep the engine stock, & (maybe!) just run the stock tune... Thanks guys.

I'm not sure about the injectors from the L72 intake fitting but you could just run the L92 injectors if your leaving it stock it would make the most sense to me. Also forgot to add if you do change oil pumps the LS6 pump works tits.

Even stock the L92 is quite a monster. If you did LT's and a good exhaust with a tune on premium fuel you'd probably pick up another 40-50 rwhp. That brings you into the 400 rwhp range and thats mighty fine.

Hey,

The late model truck harness use the new style injector and the 03+ ECM.

Ive got a 2004 harness/ECM, it uses the same injector plug the L76/L92 uses.

To make it look pretty with the car intake, i unwrapped the whole harness and changed the shape a bit.

Other then that, from the motors ive seen, their the same as any other Gen 3/4 Architecture.

Nice find. I dont know if the oil pan would work, hard to tell from the pics but I thought the trucks were bigger.. If its too big you need the pan/pickup from an ls1 or the lh8 one

http://cgi.ebay.com/ebaymotors/LH8-G...spagenameZWD1V

derailed. LMAO.
i think that gm does this for test engines, or overstock, insurance claim maybe?
buddy bought 5 6.0's a few years back that were derailed.
intakes were cracked, and the water outlets on the waterpumps were bent over. the guy in detroit had 30 of them.
recently, another friend of mine just bought 3 of the same situation from some guy up that way. i could tell you another story of the same about LS2's as well.

but onto your swap. i think youll need an ls2 timing cover as well. i dont think ive seen it mentioned.
good luck. sounds like its gonna be a nice setup!

Thanks, I especially appreciate the pointer to the LS6 oil pump, I'll probably give that a shot. Don't suppose you'd have a PN, would ya?

And yeah, I'm actually thinking of keeping it stock for just a bit - quite aside from the practical (fuel efficiency) benefits, it'd be kinda cool to have a license plate that reads 'VVT GTA'...

Hmmm.... Combine the VVT with the T56 I'll be using, & a fairly mild rear gear (say 3.70s), and I wonder if I could get a consistent 26-28 mpg out of it, while still retaining 400+ hp...

Awesome, that's GREAT to know, thank you...

I called about part numbers today for the ECM & the engine wiring harness. While the parts guys weren't really certain of this, the numbers are:

L92 ECM - PN 12612384 (listed as 'Emission Control System Hardware')

Harness - PN 15909597

Once I got the part numbers, I also compared dealer prices to those found on GMPD - most of you probably won't be shocked to learn that the "stealership" prices are 178% of GMPD's...

Also - does anyone else remember when having 400 horsepower was a big freakin' deal??
Now they're making TRUCKS with that much power - STOCK!! (It just hit me - it's a little bit crazy to realize that I'm basically getting a 400 HP crate engine for $3500!)

Thanks, I appreciate the tip. Fortunately, I already have a tracking number for an LS1 F-body pan/tray/dipstick combo which should be here in the next day or so - but I'm sure that your link will help someone else who's doing the swap!

Heck, GM could do it for a tax write-off for all I know - but the people who've been ahead of me in line seem to be happy with em, so I'm not especially concerned. First thing I'll do with it is a compression/leakdown test anyway, & if it fails, well, I should be able to recoup most of the cost in parting it out I guess...

I already have a pair of bare L92 heads that I'll no longer need, so I'll be able to sell them to knock another $300 off the price, so I very nearly can't lose on this deal. Sounds like this is a fairly common occurence though, maybe someone needs to check the train tracks up there!

And thank you for the tip on the LS2 timing cover - I hope that it's not needed, but if it is, I guess it won't kill me, & I'd rather be able to plan for it now, rather than be halfway into the swap when I find out...

I'll do my best to document the swap as I do it.

Ah, i remember seeing the posts about these engines. Wish i had the cash to pick one up!

Let me know when your gonna sell your other L92 heads, ill be interested

If you keep it stock and leave the VVT intact then the stock oil pump is fine. In fact its an insane pump it flows tons of oil which is what becomes the problem if you remove the VVT it flows too much and too high a pressure you'll likely pump it dry. If you do swap to a conventional cam then you need to lose it. As for part number on the oil pump? I assume you read the sticky and followed the links? If you did you might have seen this:

http://www.ls1tech.com/forums/showthread.php?t=312119

Specifically post #2 very handy

TONS of info over there at LS1tech in the conversions/hybrids section stickies.

One more thing regarding the LS6 oil pump. All LS1's from 2001 got the revised LS6 pump so the part number in that link is the one you want. Also its very popular to swap a ported LS6 pump in but I dont think its nec.

Thanks cam- I appreciate it. I had indeed seen that sticky, but I'd totally forgotten that it also had part numbers. (Because of that post, I found out today that LS1 F-body exh manifolds are apparently worth their weight in gold, if the GM prices are any indication...)

Of course now that I've settled on which engine I'll be using, it's bringing up other questions - like how I might be able to somehow retain VATS... I suspect that that might be a bit tricky...

be interesting to see if you can make that ecm and harness work.. at ~400 for them both that is insane

Hmm retaining VATS on a truck system might indeed prove a little tricky. I know its easy with LS1's because you can simply use a VATS bypass module and wire it in with an easy access plug and simply take it out when you are worried about leaving your car. For reasons unknown to me the truck PCM's cannot use a module for VATS bypass it has to be tuned out via HPtuners, EFIlive etc. Given that situation I think it would be mighty hard to leave the VATS system operable and some how emulate the key with a hybrid system.

The starter enable function of VATS will still be functional. I swapped an LT1 and had it deleted in the PCM. The VATS module still needs the key to start. I found this out the hard way when my key accumulated some schmutz and my car wouldn't start.

Thanks for the feedback guys, it's much appreciated. I did just realize today that I'm probably going to need to get a bit... "creative" with my install, since I'll be using a full-size truck engine - and AFAIK, those trucks never came with a T-56...


Guess it's time to start researching ECMs...

The T56 can be bolted to it, & the truck computers can have a T56 tune put on.

Heck, that'd make it easy... Thanks Sheldon!

Np