The L9H is a 6.2L, Gen. 4, small block engine used in GM luxury trucks and SUVs between 2009 and 2013.
For marketing purposes, it was also known as the Vortec 6200. The information listed here is for a stock L9H engine.
Mechanically similar, General Motors’ LS and LS-based Vortec engines wound up on almost every branch of the GM family tree: Chevy, Pontiac, GMC, Cadillac, Buick—heck, even Saab, Hummer, and Isuzu got some LS love.
Since LS and Vortec engines are so common, they’ve become the go-to performance and swap engines of the modern era.
These motors are capable of making a lot of horsepower, and respond well to upgrades like turbos, superchargers, high-flow cylinder heads, intake systems, cams, and nitrous oxide.
[Looking to upgrade your L9H engine? Check out L9H 6.2L Engine Upgrade Guide: Expert Advice for L9H Mods to Maximize Performance.]
The aftermarket is strong, crate engines are available, and used motors are often cheaply sourced through junkyards.
Summit Racing has created a series of comprehensive guides for each engine in the LS family, so engine builders and tuners can have a handy reference for their projects.
This specific guide is for the GM L9H 6.2L Vortec 6200.
You can find more LS engine spec guides and LS-related information here.
(Summit Racing’s Paul Spurlock and Brian Nutter contributed to this article.)
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L9H 6.2L Vortec 6200 Engine Specs
L9H Performance Specifications
| Engine Ratings | |
|---|---|
| Compression Ratio | 10.5:1 |
| Horsepower Rating | 403 hp |
| Torque Rating | 417 ft./lbs. |
L9H Applications
| VIN 8th Digit | Year | Make | Model |
|---|---|---|---|
| 2 | 2009 | Cadillac | Escalade ESV, EXT |
| 2 | 2009 | Chevrolet | Tahoe LTZ |
| 2 | 2009 | GMC | Yukon Denali |
| 2 | 2009-13 | GMC | Yukon XL 1500 SLT |
| 2 | 2009-13 | GMC | Sierra 1500 Denali, SLE, SLT |
| 2 | 2010-13 | Chevrolet | Silverado 1500 LT, LTZ |
L9H Engine Blocks
| L9H Block Specs | |
|---|---|
| Casting Number | 12584724 |
| Material | Aluminum |
| Displacement | 6.2L / 376 c.i.d. |
| Bore Dia. | 4.065 in. |
| Stroke | 3.622 in. |
| Deck Height | 9.240 in. |
| Bore Spacing | 4.400 in. |
| Thrust Bearing Location | #3 Main |
| Main Cap Style | 6-Bolt |
| Main Housing Bore Dia. | 2.751 in. |
| Cam Housing Bore Dia. | Bore 1/5 = 2.346, Bore 2/4 = 2.326, Bore 3 = 2.307 |
| Cam-to-Crank Centerline | 4.914 in. |
L9H Rotating Assembly
| L9H Rotating Assembly Specs | |
|---|---|
| Piston Material | Hypereutectic Cast Aluminum Alloy |
| Piston Style | Flat Top with Valve Reliefs |
| Piston Volume | +3cc |
| Wrist Pin Dia. | 0.9431 in. (full floating) |
| Connecting Rod Material | Powdered Metal |
| Connecting Rod Style | I-Beam |
| Connecting Rod Length | 6.098 in. |
| Connecting Rod Housing Bore | 2.225 in. |
| Connecting Rod Bolts | M9 x 1 x 43 |
| Connecting Rod Part Number | 12649190 |
| Crankshaft Material | Cast Iron |
| Crankshaft Part Number | 12588613 |
| Crankshaft Main Journal | 2.559 in. |
| Crankshaft Rod Journal | 2.100 in. |
| Reluctor Wheel | 58x |
L9H Cylinder Heads
| L9H Cylinder Head Specs | |
|---|---|
| Casting Numbers | 5364, 823 |
| Material | Aluminum |
| Combustion Chamber Volume | 70cc |
| Intake Port Shape | Rectangle |
| Intake Runner Volume | 257cc |
| Exhaust Port Shape | D-Port |
| Exhaust Runner Volume | 87cc |
| Intake Valve Diameter | 2.165 in. |
| Exhaust Valve Diameter | 1.590 in. |
| Cylinder Head Bolt Style | Torque to Yield (TTY) |
| Cylinder Head Bolt Size | (10) M11 x 2 x 100, (5) M8 x 1.25 x 45 |
L9H Cam Specifications
| L9H Camshaft Specs | |
|---|---|
| Camshaft Part Number | 12623065 |
| Duration @ .050 in. (int./exh.) | 198°/209° |
| Valve Lift (int./exh.) | 0.500 in./.500 in. |
| Lobe Separation | 115° |
| Cam Gear Attachment | 1-Bolt |
| Cam Gear Poles | 4x |
| Active Fuel Management (AFM) | No |
| Variable Valve Timing (VVT) | Yes |
L9H Valvetrain
| L9H Valvetrain Specs | |
|---|---|
| Lifter Style | Hydraulic Roller |
| Lifter Link Style | Plastic Lifter Tray |
| Lifter Body Diameter | 0.842 in. |
| Pushrod Length | 7.385 in. |
| Rocker Arm Mounting Style | Pedestal |
| Rocker Arm Style | Die-Cast, Roller Fulcrum |
| Rocker Ratio | 1.7 |
| Rocker Offset | Intake Rocker |
| Valve Spring Style | Beehive |
| Valve Spring Color | Natural |
| Valve Angle | 15 Degrees |
| Intake Valve Material | Steel - Solid Stem |
| Intake Valve Dia. | 2.165 in. |
| Exhaust Valve Material | Steel - Solid Stem |
| Exhaust Valve Dia. | 1.590 in. |
Other Key L9H Specs
| Throttle Body, Fuel Injectors, Oil Pan Specs & More | |
|---|---|
| Intake Manifold | Truck-style |
| Throttle Body | 87mm, 4-bolt |
| Throttle Control | Electronic (drive-by-wire) |
| Fuel Injector Part Number | 12609749 |
| Fuel Injector Flow | 54 lbs./hr. at 58 psi |
| Flex Fuel Capable (E-85) | Yes |
| Fuel Injector Length (between O-Rings) | 1.500 in. |
| Fuel Injector Connector | EV6-USCAR |
| PCM | E38 |
| Crankshaft Reluctor Ring | 58x |
| Camshaft Sensor | Front mount, 4x on cam |
| Oil Pan Sump Location | Deep rear sump |
| Oil Pump | High volume (1.25 c.i. per rev. @ 33 psi) |
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NOTE: You can find engine specs and detailed engine upgrade advice for every LS and LS-based Vortec truck engine in one place: The Definitive Guide to LS Engine Specs and LS Engine Upgrades.
Yay!!! More gm ls love fest. It’s so awesome! We don’t want to hear anything at all about what Mopar and Ford have to offer! Yay! Gm is all that matters! Hurray!
Idiot!
Did this guy read the name of the post?
I’m sure theres a Hellcat or Mustang GT article somewhere to see. If it hurts your feelings to read about GM, …. ,dont read about GM.
Well maybe ford and mopar should learn to make things acceptable and accessible to ur common shade tree mechanic which later GM motors still have a niche for thank god. I can rebuild my l9h in a dust storm in west Texas right out in my front yard and it will eat and eat very money friendly same since I was a kid thank you Chevy!!!!!!
if the “others” would make something worth while, maybe it would be discussed!
The Mustang has been taking the Camaro’s lunch money since the 5.0 came back. The Demon is the most powerful musclecar factory built by the big 3. The only reason that gm keeps getting discussed is because you have to figure out how to keep up with the other 2
you will always be a loser to.
the c8 vette has any demon or slowbra rustang in the rearview mirror
Well maybe ford and mopar should learn to make things acceptable and accessible to ur common shade tree mechanic which later GM motors still have a niche for thank god. I can rebuild my l9h in a dust storm in west Texas right out in my front yard and it will eat and eat very money friendly same since I was a kid thank you Chevy!!!!!! Big man is discussed so much because a hard working father can gra a junk yard block and reliably make 1,100 ponies and still drive it to work
Typical ford fan that reads to many magazines! You have to appreciate them all. (The big 3) The big 3 have all made bad ass cars and they’ve all made POS’s
Actually my 14 AWD Charger RT already eats 5.0’s and SS’s. But I have had to do a lot more research and footwork myself to build my car. Yes I said built, not bought. But with nearly 90% of the emails I see from onallcylinders.com spoonfeeding the GM crowd all the help that they need to give their pos rides a chance the gen3 Hemi isn’t getting the attention it deserves.
So I guess that makes you the idiot
Dude sit down your gen 3 HEMI is a cam-trashing pos. The LS engine platform is the most maintenance friendly and reliable platform. You can laugh all you want, but you won’t see someone take a junk yard truck-style HEMI or 5.0 engine and make 800+ horsepower reliably. Tear down an LS and a 5.7, 6.1 or 6.4 HEMI and they’re almost identical. Thanks for the shout out Chrysler…I mean Fiat lol
Why can’t there be a discussion here that everyone can respect the others views. The big 3 auto makers make very nice cars with different options to satisfy the consumer. It gives choices. The rest is up to the buyer. Meaning, they buy what best suits there crave…or budget.
No name calling should be done here. Act like an adult an respect one another’s opinion.
Hello, I’m trying to upgrade my 2009 l9h with a new slightly more aggressive attitude but still be a daily driver for the wife looking to change heads ,cam, add long tube headers, cold air intake, aftermarket exhaust, and a performance tune. Which heads and compatible parts would you recommend for this roughly 600 to 700 hp build?
I hate to break it to ya………. Not possible. The old lady will know as soon as he stabs the gas to get to speed and she does the old Krispy kreme
How dependable is the 6.2 gm engine with a lot of mileage
I spray a 200 shot into my daily driver almost daily. It’s got over 170000 miles, completely stock and hasn’t complained yet…..(YET!). It’s an aluminum block so make sure you’re at operating temperature before thrashing on it. They will make noise cold but, when the skirt slap is gone, it’s all good.
Valve springs, oil pressure sender and a rocker trunion kit would be a good place to start eliminating some common failures.
Keeping everything sealed is a crucial key to power and longevity.
If you’re going to spray like I do, make sure to pull enough timing or you’ll butt your rings and melt a piston, unless you re-gap them.
The rest is still textbook stuff, If you’re going to beef it up, except VVT that doesn’t like close LSAs. (new stuff for me)
[…] [Every L9H engine spec you’ll need can be found here: L9H 6.2L Engine Specs: Performance, Bore & Stroke, Cylinder Heads, Cam Specs & More.] […]
I just installed a new L9H and Magnuson Supercharger in my 2009 Hummer H2. I really like my “new car” feel. Everything else is 100% working and maintained. I put Kryptonite suspension throughout the front end too. 4.88 gears. Everything’s going awesome on the truck it is a beast now
In my 2009 Hummer H2 I just put in a new L9H motor with a Magnuson Supercharger, re-man’d L680e & transfer case, re-balanced driveshafts, new front axels from ACV in Pennsylvania, new all Kryptonite front-end suspension, x-drilled & slotted rotors, new LED lights all around, 4.88 gears, tuned it all up, 37×13.50×22, Power-Amp retractable running boards and a lot of new things, anyway, it’s a lot more fun to drive now