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I have one of each, a 24 stingray and a 23 Silverado. I’m waiting for the recall on my Silverado. I’ve had three such 6.2L silverados and they’ve had no issues.
go to X, type the question in the Groc and it gives you a great detailed answer of exactly what the difference is. Short answer: they are very different……
The Corvette V8 engine currently used in the C8 Corvette Stingray and E-Ray (model year 2025) is the 6.2L LT2 V8, while the engine involved in recent GM recalls is the 6.2L L87 V8, used in various GM trucks and SUVs (e.g., Chevrolet Silverado, GMC Sierra, Cadillac Escalade) from model years 2021–2024. Although both engines are part of GM’s Gen V Small Block family and share the same 6.2L displacement, they differ in design, application, and manufacturing, which explains why the LT2 has not been subject to the same recall issues as the L87. Below is a detailed comparison, focusing on their differences and the recall context:
Key Differences Between the LT2 and L87 Engines
1. Design and Application:
• LT2 (Corvette):
• Designed specifically for high-performance sports cars, optimized for the mid-engine layout of the C8 Corvette.
• Features a dry-sump lubrication system (standard on Stingray, E-Ray), which enhances oil delivery under high G-forces and improves performance during aggressive driving. This contrasts with the wet-sump system used in most truck engines.
• Produces 490–495 hp and 465–470 lb-ft of torque (depending on exhaust configuration), tuned for higher RPM performance and responsiveness.
• Uses a unique intake manifold oriented toward the rear, shorter runners for peak horsepower, and a different front accessory drive compared to truck engines.
• Incorporates specific camshaft timing (slightly longer duration than the LT1, e.g., 204/214 degrees at 0.050-inch lift vs. LT1’s 200/207) and exhaust tuning for increased power over its predecessor (LT1).
• L87 (Trucks/SUVs):
• Engineered for truck and SUV applications, prioritizing low-end torque and fuel efficiency for heavy-duty tasks like towing.
• Produces 420 hp and 460 lb-ft of torque, paired with a 10-speed automatic transmission and features like Dynamic Fuel Management (DFM), which deactivates cylinders (up to 17 firing patterns) for better fuel economy under light loads.
• Uses a wet-sump lubrication system and longer intake runners to enhance mid-range torque, better suited for truck applications.
• Derived from the L86 (its predecessor), the L87 is an evolution of the EcoTec3 family, with a focus on flex-fuel capability (E85) and stop/start technology.
2. Manufacturing and Components:
• LT2:
• Assembled at GM’s Tonawanda, New York, and Bowling Green, Kentucky, plants, with specific attention to performance tolerances for Corvette applications.
• Uses a forged steel crankshaft and high-performance components like powder-metal connecting rods and cast aluminum pistons optimized for direct injection.
• The LT2’s dry-sump system requires a longer crankshaft snout to accommodate a two-stage oil pump (scavenge and pressure), unlike the simpler wet-sump setup in the L87.
• No reported issues with connecting rod or crankshaft defects, likely due to stricter quality control for low-volume, high-performance applications or different supplier batches.
• L87:
• Also assembled in Tonawanda, New York, as well as Spring Hill, Tennessee, and St. Catharines, Ontario, but for higher-volume truck/SUV production.
• Affected by manufacturing defects in connecting rods and crankshafts (supplied by American Axle & Manufacturing and Questum Macimex) between March 1, 2021, and May 31, 2024. These defects include sediment in rod bearings, out-of-spec crankshaft dimensions, and poor surface finish, leading to bearing failures, engine seizures, or connecting rods breaching the block.
• GM’s investigation identified 28,102 field complaints, with 14,332 involving loss of propulsion, 12 crashes, and 42 fire allegations tied to these defects.
3. Oil Viscosity and Lubrication:
• LT2:
• Specified to use 0W-40 or 5W-40 high-viscosity oil (e.g., Mobil 1 Supercar), which provides better protection under high-performance conditions. This aligns with the LT1 and LT4 engines used in Camaros and Corvettes, which have not faced similar failure issues.
• The dry-sump system ensures consistent oil pressure and cooling, reducing wear on critical components like bearings.
• L87:
• Originally specified for 0W-20 oil, which may have contributed to inadequate lubrication under certain conditions, exacerbating bearing wear in defective engines.
• As part of the recall remedy, GM mandates switching to 0W-40 oil (with a new oil fill cap and owner’s manual insert) for vehicles that pass inspection, aligning with the oil used in LT1/LT4/LT2 engines. This suggests the higher viscosity may mitigate some wear issues, though it’s considered a partial fix by some owners.
• Vehicles failing inspection (e.g., with diagnostic trouble code P0016 or signs of bearing damage) may require engine repair or replacement.
4. Recall Status:
• LT2:
• Not included in any recalls related to crankshaft or connecting rod defects. The LT2’s production for the Corvette appears to have avoided the specific manufacturing issues plaguing the L87, possibly due to updated tooling or different supplier quality controls.
• Posts on X and web reports note that Corvette and Camaro engines (LT1, LT2, LT4) using 0W-40 oil and similar designs have not exhibited the same failure rates, suggesting a design or manufacturing divergence.
• L87:
• Subject to a massive recall (NHTSA Campaign 25V274, GM Recall N252494000) affecting 597,630 vehicles in the U.S. and 721,000 globally (including 50,000 in Canada) for 2021–2024 model-year trucks and SUVs.
• The recall addresses defects causing catastrophic engine failures, with risks of propulsion loss, crashes, or fires. GM’s fix involves inspecting engines, replacing oil with 0W-40, and repairing or replacing engines with defective components.
• The recall excludes 2019–2020 and 2025 model years, as GM implemented manufacturing improvements (e.g., updated tooling) by June 1, 2024, resolving the contamination and quality issues.
5. Performance and Reliability:
• LT2:
• Optimized for performance, with enhancements over the LT1 (used in C7 Corvette) like improved exhaust flow, relocated ignition coils, and a dry-sump tank integrated to minimize plumbing.
• No widespread reports of bearing or crankshaft failures, likely due to the engine’s lower production volume, stricter tolerances, and use of higher-viscosity oil from the start.
• L87:
• While powerful and fuel-efficient (thanks to DFM and flex-fuel capability), the L87 has faced significant reliability issues due to the recalled defects. Common problems include bearing failures, rod knock, and complete engine failure, sometimes at low mileage (e.g., 4 miles in one reported case).
• Owner sentiment on forums and X is mixed, with some criticizing GM for using 0W-20 oil initially and others questioning the long-term efficacy of the oil viscosity change as a fix.
Why the LT2 Avoided the L87’s Recall Issues
• Manufacturing Window: The L87 recall is tied to a specific production period (March 1, 2021–May 31, 2024) with defective components from suppliers. The LT2, produced for the lower-volume Corvette, likely used different batches or suppliers, or benefited from stricter quality control. GM’s 2025 L87 engines are also exempt from the recall due to manufacturing improvements, suggesting the LT2 may have been built with similar or better processes.
• Oil Viscosity: The LT2’s use of 0W-40 oil from the factory aligns with GM’s recall remedy for the L87, indicating that higher-viscosity oil may reduce bearing wear. The L87’s initial 0W-20 specification may have exacerbated issues in defective engines.
• Application Differences: The LT2’s dry-sump system and performance-oriented design reduce stress on components during high-RPM operation, unlike the L87’s wet-sump system, which faces different load patterns in truck applications (e.g., towing).
• Production Scale: The Corvette’s lower production volume (tens of thousands vs. nearly 600,000 L87-equipped vehicles) means fewer opportunities for defective components to affect LT2 engines, and GM may prioritize quality for its flagship sports car.
Conclusion
The LT2 V8 in the 2025 Corvette differs from the L87 V8 in GM’s recalled trucks and SUVs through its performance-oriented design (dry-sump, shorter intake runners, higher horsepower), use of 0W-40 oil, and apparent exemption from the manufacturing defects affecting L87 engines from 2021–2024. The L87’s recall stems from faulty connecting rods and crankshafts, leading to engine failures, while the LT2 has no reported similar issues, likely due to different production processes or quality controls. Owners of L87-equipped vehicles should check their VIN on GM’s recall lookup website for inspection and repair details, while Corvette owners can rest assured the LT2 is unaffected by this recall.
I just ditched my 2024 Wife’s 6.2l Denali 4 weeks ago. Luckily.
GM are a bunch of cheap ******, and being run by Bara that company has gone down hill. These emissions systems destroyed the small block reliability , bad lifters, and now rod bearing issues?
You know GM should be held liable for replacing the motor on everyone of these nearly $90K trucks .
I traded the wife’s Denali on a New Mercedes GLE63S . Atleast at the Mercedes dealer I get treated properly when I have an issue - and I get 600HP that isn’t torque managed to hell.
The Corvette V8 engine currently used in the C8 Corvette Stingray and E-Ray (model year 2025) is the 6.2L LT2 V8, while the engine involved in recent GM recalls is the 6.2L L87 V8, used in various GM trucks and SUVs (e.g., Chevrolet Silverado, GMC Sierra, Cadillac Escalade) from model years 2021–2024. Although both engines are part of GM’s Gen V Small Block family and share the same 6.2L displacement, they differ in design, application, and manufacturing, which explains why the LT2 has not been subject to the same recall issues as the L87. Below is a detailed comparison, focusing on their differences and the recall context:
Key Differences Between the LT2 and L87 Engines
1. Design and Application:
• LT2 (Corvette):
• Designed specifically for high-performance sports cars, optimized for the mid-engine layout of the C8 Corvette.
• Features a dry-sump lubrication system (standard on Stingray, E-Ray), which enhances oil delivery under high G-forces and improves performance during aggressive driving. This contrasts with the wet-sump system used in most truck engines.
• Produces 490–495 hp and 465–470 lb-ft of torque (depending on exhaust configuration), tuned for higher RPM performance and responsiveness.
• Uses a unique intake manifold oriented toward the rear, shorter runners for peak horsepower, and a different front accessory drive compared to truck engines.
• Incorporates specific camshaft timing (slightly longer duration than the LT1, e.g., 204/214 degrees at 0.050-inch lift vs. LT1’s 200/207) and exhaust tuning for increased power over its predecessor (LT1).
• L87 (Trucks/SUVs):
• Engineered for truck and SUV applications, prioritizing low-end torque and fuel efficiency for heavy-duty tasks like towing.
• Produces 420 hp and 460 lb-ft of torque, paired with a 10-speed automatic transmission and features like Dynamic Fuel Management (DFM), which deactivates cylinders (up to 17 firing patterns) for better fuel economy under light loads.
• Uses a wet-sump lubrication system and longer intake runners to enhance mid-range torque, better suited for truck applications.
• Derived from the L86 (its predecessor), the L87 is an evolution of the EcoTec3 family, with a focus on flex-fuel capability (E85) and stop/start technology.
2. Manufacturing and Components:
• LT2:
• Assembled at GM’s Tonawanda, New York, and Bowling Green, Kentucky, plants, with specific attention to performance tolerances for Corvette applications.
• Uses a forged steel crankshaft and high-performance components like powder-metal connecting rods and cast aluminum pistons optimized for direct injection.
• The LT2’s dry-sump system requires a longer crankshaft snout to accommodate a two-stage oil pump (scavenge and pressure), unlike the simpler wet-sump setup in the L87.
• No reported issues with connecting rod or crankshaft defects, likely due to stricter quality control for low-volume, high-performance applications or different supplier batches.
• L87:
• Also assembled in Tonawanda, New York, as well as Spring Hill, Tennessee, and St. Catharines, Ontario, but for higher-volume truck/SUV production.
• Affected by manufacturing defects in connecting rods and crankshafts (supplied by American Axle & Manufacturing and Questum Macimex) between March 1, 2021, and May 31, 2024. These defects include sediment in rod bearings, out-of-spec crankshaft dimensions, and poor surface finish, leading to bearing failures, engine seizures, or connecting rods breaching the block.
• GM’s investigation identified 28,102 field complaints, with 14,332 involving loss of propulsion, 12 crashes, and 42 fire allegations tied to these defects.
3. Oil Viscosity and Lubrication:
• LT2:
• Specified to use 0W-40 or 5W-40 high-viscosity oil (e.g., Mobil 1 Supercar), which provides better protection under high-performance conditions. This aligns with the LT1 and LT4 engines used in Camaros and Corvettes, which have not faced similar failure issues.
• The dry-sump system ensures consistent oil pressure and cooling, reducing wear on critical components like bearings.
• L87:
• Originally specified for 0W-20 oil, which may have contributed to inadequate lubrication under certain conditions, exacerbating bearing wear in defective engines.
• As part of the recall remedy, GM mandates switching to 0W-40 oil (with a new oil fill cap and owner’s manual insert) for vehicles that pass inspection, aligning with the oil used in LT1/LT4/LT2 engines. This suggests the higher viscosity may mitigate some wear issues, though it’s considered a partial fix by some owners.
• Vehicles failing inspection (e.g., with diagnostic trouble code P0016 or signs of bearing damage) may require engine repair or replacement.
4. Recall Status:
• LT2:
• Not included in any recalls related to crankshaft or connecting rod defects. The LT2’s production for the Corvette appears to have avoided the specific manufacturing issues plaguing the L87, possibly due to updated tooling or different supplier quality controls.
• Posts on X and web reports note that Corvette and Camaro engines (LT1, LT2, LT4) using 0W-40 oil and similar designs have not exhibited the same failure rates, suggesting a design or manufacturing divergence.
• L87:
• Subject to a massive recall (NHTSA Campaign 25V274, GM Recall N252494000) affecting 597,630 vehicles in the U.S. and 721,000 globally (including 50,000 in Canada) for 2021–2024 model-year trucks and SUVs.
• The recall addresses defects causing catastrophic engine failures, with risks of propulsion loss, crashes, or fires. GM’s fix involves inspecting engines, replacing oil with 0W-40, and repairing or replacing engines with defective components.
• The recall excludes 2019–2020 and 2025 model years, as GM implemented manufacturing improvements (e.g., updated tooling) by June 1, 2024, resolving the contamination and quality issues.
5. Performance and Reliability:
• LT2:
• Optimized for performance, with enhancements over the LT1 (used in C7 Corvette) like improved exhaust flow, relocated ignition coils, and a dry-sump tank integrated to minimize plumbing.
• No widespread reports of bearing or crankshaft failures, likely due to the engine’s lower production volume, stricter tolerances, and use of higher-viscosity oil from the start.
• L87:
• While powerful and fuel-efficient (thanks to DFM and flex-fuel capability), the L87 has faced significant reliability issues due to the recalled defects. Common problems include bearing failures, rod knock, and complete engine failure, sometimes at low mileage (e.g., 4 miles in one reported case).
• Owner sentiment on forums and X is mixed, with some criticizing GM for using 0W-20 oil initially and others questioning the long-term efficacy of the oil viscosity change as a fix.
Why the LT2 Avoided the L87’s Recall Issues
• Manufacturing Window: The L87 recall is tied to a specific production period (March 1, 2021–May 31, 2024) with defective components from suppliers. The LT2, produced for the lower-volume Corvette, likely used different batches or suppliers, or benefited from stricter quality control. GM’s 2025 L87 engines are also exempt from the recall due to manufacturing improvements, suggesting the LT2 may have been built with similar or better processes.
• Oil Viscosity: The LT2’s use of 0W-40 oil from the factory aligns with GM’s recall remedy for the L87, indicating that higher-viscosity oil may reduce bearing wear. The L87’s initial 0W-20 specification may have exacerbated issues in defective engines.
• Application Differences: The LT2’s dry-sump system and performance-oriented design reduce stress on components during high-RPM operation, unlike the L87’s wet-sump system, which faces different load patterns in truck applications (e.g., towing).
• Production Scale: The Corvette’s lower production volume (tens of thousands vs. nearly 600,000 L87-equipped vehicles) means fewer opportunities for defective components to affect LT2 engines, and GM may prioritize quality for its flagship sports car.
Conclusion
The LT2 V8 in the 2025 Corvette differs from the L87 V8 in GM’s recalled trucks and SUVs through its performance-oriented design (dry-sump, shorter intake runners, higher horsepower), use of 0W-40 oil, and apparent exemption from the manufacturing defects affecting L87 engines from 2021–2024. The L87’s recall stems from faulty connecting rods and crankshafts, leading to engine failures, while the LT2 has no reported similar issues, likely due to different production processes or quality controls. Owners of L87-equipped vehicles should check their VIN on GM’s recall lookup website for inspection and repair details, while Corvette owners can rest assured the LT2 is unaffected by this recall.
Funny they don’t mention how shitty those AFM/DFM lifters are …. They should be mandated to recall them as well.
You won't know what parts are shared unless you are willing to go to the parts lists for the components of interest and see if the part numbers are the same or different. I did notice that bore and stroke appear to be identical - does not prove they share crankshaft and connecting rods, but it does not rule it out either.
The GM explanation for the failure seems to be specific to the L87. ""Through a detailed analysis of field data and teardown inspections, GM’s engineering team identified a specific build window between March 1st, 2021, and May 31st, 2024, during which an increased rate of engine failure was tied to specific manufacturing defects.
The investigation uncovered two main culprits behind the failures – first, there was evidence of rod-bearing damage resulting from sediment contamination in the crankshaft oil galleriesand connecting rods. Second, some crankshafts produced during this period exhibited out-of-spec dimensions and inadequate surface finishes. These combined flaws can lead to accelerated bearing wear, which in turn may cause severe engine damage or outright failure."
But, even this is not (in my view) 100% conclusive (if they shared the offending parts). What is - is that we do not have any reports of similar failures in the LT2 engines for the same time period. The bulletin, dated April2025, applies to L87 engines 2021-2024 models.
You won't know what parts are shared unless you are willing to go to the parts lists for the components of interest and see if the part numbers are the same or different. I did notice that bore and stroke appear to be identical - does not prove they share crankshaft and connecting rods, but it does not rule it out either.
The GM explanation for the failure seems to be specific to the L87. ""Through a detailed analysis of field data and teardown inspections, GM’s engineering team identified a specific build window between March 1st, 2021, and May 31st, 2024, during which an increased rate of engine failure was tied to specific manufacturing defects.
The investigation uncovered two main culprits behind the failures – first, there was evidence of rod-bearing damage resulting from sediment contamination in the crankshaft oil galleriesand connecting rods. Second, some crankshafts produced during this period exhibited out-of-spec dimensions and inadequate surface finishes. These combined flaws can lead to accelerated bearing wear, which in turn may cause severe engine damage or outright failure."
But, even this is not (in my view) 100% conclusive (if they shared the offending parts). What is - is that we do not have any reports of similar failures in the LT2 engines for the same time period. The bulletin, dated April2025, applies to L87 engines 2021-2024 models.
I just ditched my 2024 Wife’s 6.2l Denali 4 weeks ago. Luckily.
GM are a bunch of cheap ******, and being run by Bara that company has gone down hill. These emissions systems destroyed the small block reliability , bad lifters, and now rod bearing issues?
You know GM should be held liable for replacing the motor on everyone of these nearly $90K trucks .
I traded the wife’s Denali on a New Mercedes GLE63S . Atleast at the Mercedes dealer I get treated properly when I have an issue - and I get 600HP that isn’t torque managed to hell.
They better treat you properly because they’re taking 10 times the money and giving you lesser reliability. Congratulations. Good job!
I've a 2019 Yukon Denali with a 6.2 (not covered under the recall). One of GM's "Band-Aids" for the 2021 to 2024s recall is to do an oil change with a heavier viscosity oil, 0w-20 to 0w-40. My Yukon is now past the 5yr drivetrain warranty with no extended warranty. Wondering if it would be advisable to upgrade mine to the 0w-40 oil?
