6.2 ls3 GM performance crate engine

[Reddenali]

Has anybody replaced there vvt / dod 6.2 with a GM performance 6.2 /la3 430hp , I have a 2011 Yukon Denali and the #4 lifter let go and lock up the motor , I would like to replace it with the GM performance crate motor but the service guy at the deal told me I would need a controller added to it and that I would be better off to replace it with a stock 6.2 vvt/dod remanufactured 6.2 plug and go , opinions and advice on this subject is very much appreciated I was looking at the 6.2 long block summit racing has for a decent price and I don’t mind getting a tune for it but a new controller hmmm I’m thinking he’s trying to up sale me , thanks for any advice

 

[j91z28d1]

someone else asked about this a while back. I don't remember if they ended up doing it or not.

you will atleast need to tune your stock ECM to run without the afm/vvt. which you'll probably want to delete anyways before putting any engine back in.

I feel like I'd send black bear a email and ask them.

 

[Marky Dissod]

A 6.2L ecm is a 6.2L ecm.
Since an L94 is not an LS3, your ecm will need a tune, not only to deactivate VVT & Engine Half@$$,
but for all the other cool stuff too.

 

[Joseph Garcia]

I looked into this earlier in the year for my 07, and I was told by GM Crate Engines, Summit Racing and Texas Speed that the electronics differences between my generation and the latest crate engines would be a bridge too far to make the conversion. Is it possible? Well, anything is possible, if you throw enough money at it, but it was not recommended by all 3 of these vendors.

 

[j91z28d1]

A 6.2L ecm is a 6.2L ecm.
Since an L94 is not an LS3, your ecm will need a tune, not only to deactivate VVT & Engine Half@$$,
but for all the other cool stuff too.

OK. yes, many different ecm's can run a 6.2 or any other ls, as long as the crank sensor wheel is the correct tooth.

I was meaning more like you can't drop a non afm/vvt engine into a truck that came stock with it, and then run it off same tune in that ecm without adjustments.

again. once you've deleted a 6.2 of its afm/vvt isn't it just a ls3 at that point? that's why I said talk to someone that tunes them.

the only electrical stuff I can think of would be the need for the cam sensor adapter harness, same one the delete guys use. make make sure the injectors are the correct size in the tune, deactivate afm and vvt?

what's left? you could use a clean up of the vve tables of your cart ls3 had the corvette cam in it? but nothing a tuners can't do while in there?

 

[swathdiver]

Has anybody replaced there vvt / dod 6.2 with a GM performance 6.2 /la3 430hp , I have a 2011 Yukon Denali and the #4 lifter let go and lock up the motor , I would like to replace it with the GM performance crate motor but the service guy at the deal told me I would need a controller added to it and that I would be better off to replace it with a stock 6.2 vvt/dod remanufactured 6.2 plug and go , opinions and advice on this subject is very much appreciated I was looking at the 6.2 long block summit racing has for a decent price and I don’t mind getting a tune for it but a new controller hmmm I’m thinking he’s trying to up sale me , thanks for any advice

The LS3 is a Gen IV engine like your L94, all you need is a tune to get it running correctly. The camshaft in those crate motors is for cars, not trucks, if this were my project, I'd change that out to a truck specific camshaft. Probably have to use your oil pan, I think they come with Camaro oil pans. Swap over your intake, injectors, coils, etc. and good to go.

Dave and Michael and Randy are just some of the guys active on here who have changed the camshaft in their 6.2 equipped Denalis and can give you advice on that.

@Geotrash @randeez @petethepug

 

[Geotrash]

The LS3 is a Gen IV engine like your L94, all you need is a tune to get it running correctly. The camshaft in those crate motors is for cars, not trucks, if this were my project, I'd change that out to a truck specific camshaft. Probably have to use your oil pan, I think they come with Camaro oil pans. Swap over your intake, injectors, coils, etc. and good to go.

Dave and Michael and Randy are just some of the guys active on here who have changed the camshaft in their 6.2 equipped Denalis and can give you advice on that.

@Geotrash @randeez @petethepug

Yup, perfect. And you can use the L92 cam if you want factory specs and VVT, or switch to a 3-bolt cam if you don't care about VVT and want some more ass from that 6.2. Swapping out the cam is easy peasy - especially when the engine is out of the truck. Don't even have to pull the heads - just slip some 5/16" wooden dowels in from the front, spin the cam to park the lifters above the dowels, and pull out the cam. OP, when you get to that point let us know and we'll guide you through it if needed.

 

[petethepug]

I probably mentioned a cam swap in my other car. I never had the chance to break the L92 or L9H motors to justify a cam swap in them, yet. These damn GM Gen IV 400hp motors are so reliable, they’re almost boring (sometimes )

 

[91RS]

It could be made to work but an LS3 isn't really the best powerband for a big heavy truck. The VVT makes a huge difference for power down low where a truck needs it the most.

 

[MWR Denali]

I've done it and very happy I did with 60k miles on the swap. Posted about it most recently here: https://www.tahoeyukonforum.com/threads/ls3-in-2008-yukon-denali.146996/#post-1859017

 

[petethepug]

That was a great post to add. If you’ve got the LS motor, whichever one, simply make sure it has a truck cam and you’re all set.

The 3/4 & 1T 6.0L L96 truck motor is an excellent drop in solution. It has no AFM, alum heads, iron block and runs reg gas. Simply drop in and tune out trucks AFM. Add a cam and you’re good for 400+ hp/tq

 

[Charlie207]

It could be made to work but an LS3 isn't really the best powerband for a big heavy truck. The VVT makes a huge difference for power down low where a truck needs it the most.

The VVT probably isn't making that much of a difference over the non-VVT engine equivalent.

It's been discussed here before, but VVT on our engines simply can't do much with a single cam controlling both the intake and exhaust valves, compared to the huge benefits VVT can provide to DOHC engines.

It's all for CAFE and NHV standards anyways.

 

[91RS]

It makes a massive difference. Go drive a 6.0L GMT-800 Denali or Escalade and then hop into a GMT-900 with the VVT 6.2L and there is a huge difference in the bottom end. Or, go look at dyno graphs of the power curve. Regardless, the cam in an LS3 is just not ideal for a truck. Just like an LS9 cam isn’t ideal for a CTS-V that weighs 1000 lbs. more. Can it work? Sure. But could it be better? Absolutely. Why spend all that money and do all the work for it to not be as good as it can be?

 

[mikez71]

To be fair, he did say non-VVT engine equivalent.
And you are comparing a 6.0 to a 6.2, and possibly 4 speed vs 6 speed.

But I'm all for making it better, especially low end torque, and it doesn't sound like the VVT system itself has any real issues?
(Only issue when going with a bigger lift cam?)

I haven't driven either

 

[Charlie207]

To be fair, he did say non-VVT engine equivalent.
And you are comparing a 6.0 to a 6.2, and possibly 4 speed vs 6 speed.

But I'm all for making it better, especially low end torque, and it doesn't sound like the VVT system itself has any real issues?
(Only issue when going with a bigger lift cam?)

I haven't driven either

The only problem VVT has is the abysmal lack of aftermarket support. (

Also, huge bottom-end torque isn't really the end-all in vehicles with transmissions that shift gears when torque [multiplication] is really needed. Long-tube headers and a tune will give you better low-end torque than a cam ever will.

If you want 10,000lb/ft at 1000rpm get a diesel.

 

[91RS]

There are quite a few aftermarket VVT cam options out there considering how low the demand is for VVT cams because people think the only way to make power is some "hawg ass cam" and that the VVT is unreliable. I had no problem finding the Comp one I'm running in my Escalade or the Gwatney Performance one we put in my father-in-law's truck. Most aftermarket cams don't make real power until 3k RPM and that is just not what you want in a heavy vehicle. I was tired of the cam in my SS years ago because it didn't make power unless you were beating on it, it just wasn't a good driving experience, I can't imagine having liking a similar cam in a heavier truck. But, as they say, to each their own, I suppose.

 

[Marky Dissod]

... huge bottom-end torque isn't really the end-all in vehicles with transmissions that shift gears when torque [multiplication] is really needed.
Long-tube headers and a tune will give you better low-end torque than a cam ever will.

If you want 1,000ft/lb @ 1000RpM, get a turbodiesel.

Y'know what else effectively improves low-RpM power to the GROUND?
Axle gears.
Some GMT900 pickup trucks came with 3.73 or even 4.10 axle gears,
but GMT900 suvs only got 3.08, 3.23, or 3.42?

Not to mention, axle gears might actually IMPROVE MpG, and may help the transmission last longer.
No cam can do that, regardless of how carefully the cam is tuned.

 

[mikez71]

Was gonna say, I think I need a diesel to overcome my 3.08 rearend!

 

[Charlie207]

Was gonna say, I think I need a diesel to overcome my 3.08 rearend!

eBay & Marketplace can help!

 

[Charlie207]

Y'know what else effectively improves low-RpM power to the GROUND?
Axle gears.
Some GMT900 pickup trucks came with 3.73 or even 4.10 axle gears,
but GMT900 suvs only got 3.08, 3.23, or 3.42?

Not to mention, axle gears might actually IMPROVE MpG, and may help the transmission last longer.
No cam can do that, regardless of how carefully the cam is tuned.

Exactly, plus I'm still not seeing all those cheap 6.2 engines available for sale.

You can find sub-$1000 2007 and newer 6.0s all over the place.