How Many Cubic Inches Is a 6.2 Liter Motor? (My No-Nonsense Guide)

Table of contents

• The quick answer: 6.2 liters to cubic inches
• Engine displacement explained: liters vs cubic inches
• Iconic 6.2L engines you’ll recognize (and their CI)
• Why displacement matters beyond just a number
• How to convert liters to cubic inches (and vice versa)
• Common comparisons: 6.2L vs 5.7L vs 7.3L
• Bore and stroke: what actually makes “6.2 liters”
• FAQs about 6.2L engines
• Common mistakes and how I avoid them
• Tools, charts, and simple rules of thumb
• Final thoughts

I’ll get straight to it because that’s probably why you’re here. I’ve answered this question at the parts counter, on the dyno, and in the driveway mid-swap. When someone asks “How many cubic inches is a 6.2 liter motor?” they want a clean number and a little context so they can make sense of badges, spec sheets, or engine codes.

Here’s the simple answer and the full story I wish someone had given me years ago.

The quick answer: 6.2 liters to cubic inches

If you convert 6.2 liters exactly into cubic inches using the standard formula, you get:

• 1 liter = 61.0237 cubic inches
• 6.2 × 61.0237 = 378.3 cubic inches (rounded)

That’s the pure math. If your engine truly displaces 6.200 liters on the nose, it’s about 378 cubic inches.

So why do you keep seeing “376 CI” tied to 6.2L? Because most “6.2-liter” V8s don’t measure exactly 6.200 liters in practice. Manufacturers round the liter figure for marketing and simplicity. The actual bore and stroke determine the true displacement, and those numbers often land at 376 or 379 cubic inches while the badge still says 6.2L.

Two famous examples:

• GM small-block 6.2s like the LS3, LT1, LT4, and LT5 are 376 cubic inches. That equals roughly 6.16 liters, which gets rounded to 6.2L on the window sticker.
• Ford’s 6.2 “Boss” V8 is 379 cubic inches. That equals about 6.22 liters, which also gets rounded to 6.2L. Different bore and stroke, same rounded “6.2” label.

Bottom line:

• Exact conversion of 6.2 L = 378.3 CI.
• Many “6.2L” V8s are actually 376 CI (GM) or 379 CI (Ford) because of their specific bore and stroke.

I keep both numbers in my head. 378 for pure math. 376 and 379 for real engines you meet in the wild.

Engine displacement explained: liters vs cubic inches

When I first measured an engine by hand, I didn’t start with liters or inches. I started with two simple numbers: bore and stroke.

• Bore: the diameter of each cylinder
• Stroke: how far the piston travels up and down
• Cylinders: how many holes you’ve got

Displacement is the total volume the pistons sweep inside the cylinders. In plain English, it’s how much air (and fuel) the engine can suck in and push out in one complete cycle. More volume usually means more potential to make torque, and often horsepower, if you feed it right.

Two unit systems describe that volume:

• Liters (L): metric, used globally
• Cubic inches (CI): imperial, traditional in the U.S. and in classic muscle car culture

Both units say the same thing in different languages. Why do we see both? History, audience, and marketing. European and modern global standards lean metric. American hot rodding grew up on cubic inches. Manufacturers pick what resonates with buyers and fits regulations.

I’ve worked with owners who only speak liters and others who only speak cubes. Once you understand the conversion, you can talk to anyone.

Quick formula:

• Liters to cubic inches: L × 61.0237 = CI
• Cubic inches to liters: CI ÷ 61.0237 = L

Iconic 6.2L engines you’ll recognize (and their CI)

Here’s where 6.2 liters takes on real meaning. I’ve tuned, driven, or wrenched on many of these. They’re not just numbers on a spec sheet. I’ll flag their common cubic inch equivalent so you see how the math and marketing overlap.

Chevrolet/GM 6.2L small block family (376 CI):

• LS3: Found in the Corvette C6, Camaro SS (Gen 5), Pontiac G8 GXP. It’s a naturally aspirated 6.2 L V8 that delivers around 430–436 hp and about 424 lb-ft. I think of it as the gold-standard “base” 6.2L. Reliable. Responsive. Lots of aftermarket parts. Many people search for “LS3 cubic inches” or “LS3 6.2L CI” and this is the one they mean: 376 CI.
• L92/L94/L99: These are the truck/SUV and automatic variants that showed up in Cadillac Escalade, GMC Yukon/Sierra, and Chevy Silverado, plus the Camaro SS with AFM in the L99. Expect roughly 400–420 hp and 410–460 lb-ft depending on tune, AFM, and VVT. When someone asks “Silverado 6.2L CI” or “Sierra 6.2L CI,” they’re looking right here at 376 CI GM truck engines.
• LT1 (Gen V): Used in the Corvette C7 and 6th-gen Camaro SS. Direct injection bumped power to about 455–460 hp and 460–465 lb-ft. Still 376 CI underneath.
• LT2: Mid-engine Corvette C8 Stingray. Around 490–495 hp and 465–470 lb-ft. Also a 376 CI engine, and entirely different in feel thanks to the mid-engine layout and tuning.
• LT4: The supercharged 6.2L in the Corvette C7 Z06, Camaro ZL1, Cadillac CTS-V, and Escalade-V. Factory ratings range from about 640 to 682 hp with 630–659 lb-ft. When folks search “supercharged 6.2L CI,” the LT4 tops the list. Still 376 CI.
• LT5: The C7 ZR1’s monster. 755 hp and 715 lb-ft thanks to a bigger blower and dual injection. The most powerful production GM OHV V8 of its time. Still 376 CI.

Ford 6.2L Boss V8 (379 CI):

• Applications include F-250 and F-350 Super Duty and the first-gen F-150 Raptor. Typically 385–411 hp and 430–434 lb-ft. It’s a SOHC design built for truck duty, and it loves to work. When you see “F-150 Raptor 6.2L CI,” that’s 379 CI.

Mopar 6.2L Hemi (376 CI):

• You’ll recognize this one from the Dodge Challenger and Charger Hellcat and related variants. It’s a supercharged 6.2L V8 that lands at roughly 376 CI. People often search “6.2L Hemi CI” because the name “Hemi” stands out. Yes, it’s also a 6.2L by label and roughly 376 CI by the numbers.

Other places you’ll see 6.2L:

• Chevrolet Camaro 6.2L CI (SS and ZL1)
• Corvette 6.2L CI across several generations
• Cadillac 6.2L in Escalade and V-series cars
• GMC Sierra 6.2L and Chevy Silverado 6.2L trucks and SUVs

Whether naturally aspirated or supercharged, “6.2L” shows up across performance cars, trucks, and SUVs. The badge stays the same. The character changes a lot.

Why displacement matters beyond just a number

When I test-drive trucks and sports cars back-to-back, I feel the way displacement sets the table. It does not dictate the entire meal, yet it shapes the menu.

• Performance indicator: More displacement often means more torque off idle and in the midrange, all else equal. That’s why a 6.2L Silverado pulls hard with a trailer and why an LT1 Camaro feels effortless at low RPM.
• Engine classification: Displacement helps group engines. You’ll hear “small block,” “big block,” “Gen III,” “Gen IV,” “Gen V,” and so on. GM’s modern 6.2 L engines live squarely in the small-block family even though 376 CI isn’t small by classic standards.
• Fuel efficiency and emissions: Larger displacement can burn more fuel. Modern tech like direct injection, cylinder deactivation (AFM/DFM), and advanced valve timing chip away at the penalty.
• Vehicle application: A 6.2L V8 in a Corvette exists to breathe hard and rev with minimal lag. The same displacement in a Super Duty truck exists to make torque early and often. Same liters. Very different goals.
• Naturally aspirated vs forced induction: A supercharged 6.2L (LT4, LT5, Hellcat) rewrites the power-to-liter story. Boost multiplies what displacement alone can do. I’ve tuned both NA and supercharged 6.2s, and the blower engines feel like they add a second engine inside the first.

Volumetric efficiency matters. Camshafts matter. Heads, intake, and exhaust matter. Displacement gives you the size of the lungs. The rest of the build decides how well those lungs breathe.

How to convert liters to cubic inches (and vice versa)

I’ve done this math on a napkin more times than I’d like to admit. When I shop for parts or compare engine sizes, I use three simple moves.

The conversion factor:

• 1 liter = 61.0237 cubic inches
• 1 cubic inch = 0.0163871 liters

Step-by-step, liters to cubic inches:

1) Start with displacement in liters

2) Multiply by 61.0237

Example:

• 5.0 L × 61.0237 = 305.1 CI
• That’s why a modern 5.0 “Coyote” V8 is roughly a 302–305 CI engine depending on the exact version and rounding

Step-by-step, cubic inches to liters:

1) Start with displacement in cubic inches

2) Divide by 61.0237

Examples:

• 350 CI ÷ 61.0237 = 5.74 L (that’s your classic “5.7 liter” Chevy)
• 454 CI ÷ 61.0237 = 7.44 L
• 376 CI ÷ 61.0237 = 6.16 L (rounded and marketed as “6.2 L” for GM small blocks)
• 379 CI ÷ 61.0237 = 6.21 L (rounded and marketed as “6.2 L” for Ford’s 6.2 Boss)

If you take anything away from this section, make it this: the exact liters often don’t match the badge. The bore and stroke tell the true story.

Common comparisons: 6.2L vs 5.7L vs 7.3L

When friends ask me how a 6.2L stacks up, they usually compare it with what they already know. Here’s how I explain it.

• 6.2L vs 5.7L CI: A “5.7” is usually about 350–357 cubic inches depending on brand and era. GM’s old 350 is 5.7 L by marketing. Dodge/Ram 5.7 Hemi is 345 CI which equals 5.65 L. The 6.2L jumps you to roughly 376–379 CI, which feels like a real step in torque and overall performance potential.
• 6.2L vs 7.3L CI: Ford’s modern 7.3 “Godzilla” is 445 CI. Old-school big-blocks like the 7.4 GM 454 sit in this neighborhood. A 7.3 is a different beast. It makes towing feel easy because that extra displacement moves the whole torque curve up. A 6.2 can do the work. A 7.3 makes it feel like less work.
• 6.2L vs 5.0L: 5.0 lands near 302–305 CI. If you’ve driven both, you know the 6.2 brings extra low-end grunt. The 5.0 often loves RPM. Both can be fun. They just feel different.

If you compare on paper, the cubes tell you what to expect. If you compare on the road, gearing and tune can close or widen the gap.

Bore and stroke: what actually makes “6.2 liters”

This is where the rubber meets the road. I still keep a calculator in my toolbox for this.

Basic formula for one cylinder:

• Cylinder volume = π/4 × bore^2 × stroke

Multiply by the number of cylinders for total displacement. Use inches for bore and stroke if you want cubic inches as the result. Use millimeters if you want cubic centimeters.

Two real examples:

• GM LS3/LT1/LT4/LT5: Bore 4.06 in, stroke 3.62 in, 8 cylinders
• Displacement ≈ π/4 × (4.06^2) × 3.62 × 8 = about 376 CI
• Convert 376 CI to liters: 376 ÷ 61.0237 ≈ 6.16 L
• Marketed as 6.2 L
• Ford 6.2 Boss: Bore 4.015 in, stroke 3.74 in, 8 cylinders
• Displacement ≈ 379 CI
• Convert 379 CI to liters: 379 ÷ 61.0237 ≈ 6.21 L
• Marketed as 6.2 L

Now the earlier math makes sense. “6.2 L” is a rounded label that can point to engines that are 376 CI or 379 CI in real life. That’s why I always ask for the exact engine code or the bore and stroke if I need to be precise.

FAQs about 6.2L engines

Is a 6.2L a big engine?

• In today’s world, yes. It’s a large-displacement V8 by modern standards. It’s not a 7.3 or a 6.7 diesel, yet it sits well above 5.0 in cubes and torque.

Is 6.2L the same as 376 CI?

• Not exactly. If you truly have 6.2 liters by exact measurement, you have about 378.3 CI. Many engines called “6.2L” are actually 376 CI (GM small blocks) or 379 CI (Ford Boss) due to their bore and stroke. The label is rounded.

How many cylinders does a 6.2L have?

• Most 6.2s you’ll encounter are V8 engines. There are rare exceptions in other industries, yet in passenger vehicles and light trucks “6.2L” usually means a V8.

What cars come with a 6.2L engine?

• Corvette, Camaro SS and ZL1, Cadillac Escalade and CTS-V, GMC Sierra and Chevy Silverado 6.2 trucks and SUVs. Ford’s F-250/F-350 Super Duty and Gen-1 Raptor used the 6.2 Boss. Mopar’s supercharged 6.2 Hemi shows up in the Challenger and Charger Hellcat lineup and related performance models.

How much horsepower does a 6.2L engine have?

• It varies widely. Naturally aspirated GM 6.2s like the LS3 and LT1 sit around 430–460 hp. Supercharged versions like the LT4 and LT5 range from the 640s to 755 hp. Ford’s 6.2 Boss typically sits around 385–411 hp in trucks with strong torque for towing.

What’s the difference between LS3 and LT1 if both are 6.2L?

• LS3 is a Gen IV small block with port injection. LT1 is a Gen V with direct injection, better combustion efficiency, and usually more power and torque in stock form. Both are 376 CI, yet the LT1 benefits from newer tech and tuning.

Why are engines measured in liters or cubic inches?

• History and market preferences. Metric units dominate global standards. Cubic inches remain popular in American automotive culture, especially among enthusiasts. Both are just ways to measure volume.

Are 6.2L engines reliable?

• In my experience, yes. The LS3 and LT1 families enjoy strong reputations when maintained. The 6.2 Boss V8 is known for durability in trucks. Supercharged engines place more load on components, so maintenance and cooling matter more.

Is a 6.2L good for fuel efficiency?

• It can be reasonable for its size thanks to cylinder deactivation and direct injection in newer engines. Don’t expect hybrid numbers. Expect respectable mileage for a high-output V8, especially on highway runs.

What does “CI engine specs” or “liter engine specs” actually show?

• They summarize bore, stroke, compression ratio, fueling (port injection, direct injection), and cam timing. They’re a quick way to compare engines across generations and brands.

Common mistakes and how I avoid them

I see the same slip-ups over and over. I’ve made most of them at least once, so I learned the hard way.

• Confusing exact math with marketing names: Someone multiplies 6.2 × 61.0237 and gets 378.3 CI. Then they see 376 CI on a GM spec sheet and assume a mistake. Both can be right. The badge is rounded. The bore and stroke reveal the truth.
• Forgetting about rounding conventions: Manufacturers often label 6.16 L or 6.21 L as “6.2.” The round-off simplifies the lineup for buyers. It also creates confusion if you expect perfect math.
• Mixing up liters and CI in a parts order: When I source pistons, cams, or gaskets, I always verify bore and stroke or the exact engine code. “6.2L” covers a lot of ground.
• Expecting displacement to predict everything: Cubes matter, yet VE, boost, and calibration change the whole ballgame. A supercharged 6.2L will put a naturally aspirated 6.2L in the rearview, and quickly.
• Confusing engines with electric motors: I hear “motor size” used for both. Internal combustion uses displacement. Electric motors are sized by power, torque, voltage, and physical construction like stator and rotor design. If you meant electric motor basics, this quick primer on the motor principle and the roles of the stator and rotor helps you reframe the question. Electric machines rely on magnetic circuits and laminations rather than cylinders and pistons, so “liters” and “cubic inches” don’t apply. If you’re deep into EV hardware or industrial motors, materials like motor core laminations play the role that cylinder heads and camshafts play for engines. Different world. Different metrics.

Tools, charts, and simple rules of thumb

When I’m trying to move fast and stay accurate, I lean on a few habits.

• Memorize one constant: 61.0237. That converts liters to cubic inches. Divide by it to go the other way.
• Keep a few anchors:
• 5.0 L ≈ 305 CI
• 5.7 L ≈ 350–357 CI depending on the engine you mean
• 6.2 L exact math ≈ 378 CI
• GM 6.2 small blocks ≈ 376 CI
• Ford 6.2 Boss ≈ 379 CI
• 7.3 L ≈ 445 CI
• Do a quick sanity check: If someone claims a “6.2” that’s 390+ CI with no explanation, press for bore and stroke. Something doesn’t line up.
• Know the engine families:
• GM Gen IV (LS) vs Gen V (LT)
• Naturally aspirated vs supercharged
• Truck variants with AFM/DFM and VVT vs performance car variants
• Use an online displacement calculator when you have bore and stroke. Any reputable one will do. I also keep a simple spreadsheet that takes bore, stroke, and cylinder count and outputs liters and CI. It saves time and arguments.

Engine identification: decoding 6.2L by context

When I’m trying to pin down “which 6.2L” someone has, I ask a few questions:

• What vehicle and year is it from?
• Does it have AFM/DFM, VVT, or direct injection?
• Is it naturally aspirated or supercharged?
• What’s the engine code on the block or the build sheet?

Examples:

• Corvette C6 base or Camaro SS Gen 5 often points to LS3, 376 CI, port injection
• Corvette C7 or Camaro SS Gen 6 points to LT1, 376 CI, direct injection
• Corvette C7 Z06 or Camaro ZL1 points to LT4, 376 CI, supercharged
• C7 ZR1 points to LT5, 376 CI, supercharged with dual injection
• Cadillac Escalade and GMC/Chevy trucks with 6.2 often use L92/L94/L99 variants or later LT truck engines, all around 376 CI
• F-250/F-350 Super Duty or Gen-1 Raptor points to the 6.2 Boss, 379 CI

This way you tie the marketing label to the actual engine specs, which gets you to the right parts and the right expectations.

Performance by displacement: how 6.2L translates to the road

Displacement isn’t destiny, yet I can tell you how a typical 6.2 feels compared to smaller V8s.

• Off-idle torque: 6.2s make satisfying torque without revs. Trucks feel confident pulling away with a load. Sports cars feel like they’ve got muscle in reserve.
• Midrange punch: Naturally aspirated 6.2s punch hard in the midrange. Roll into the throttle in second gear and you know it.
• Top end: With the right heads and cam, an NA 6.2 breathes well enough to pull cleanly to redline. The LT1 and LT2 prove that point.
• With boost: A supercharged 6.2L cranks the whole curve up and out. The LT4 and LT5 shove you in the back and keep pushing. It’s not subtle.

If you’re tuning by feel, a 6.2L gives you the bandwidth to choose your flavor. Calm and torquey. High-revving and eager. Or full-on “hold onto your hat” with a blower.

Cost, reliability, and upgrades in the 6.2L world

I’ve found that 6.2L engines sit in a sweet spot:

• Cost: They cost more than a 5.3 or 5.7 in most markets yet they deliver more power with fewer mods. You can get where you want in fewer steps.
• Reliability: The LS3 and LT1 engines have strong track records when maintained. Common issues usually come down to the specific year, AFM/DFM hardware, or tuning. The 6.2 Boss in Ford trucks is known to take abuse in work duty.
• Upgrades: The aftermarket for the GM 6.2s is huge. Cams, heads, intakes, blowers, and tunes can transform the personality. The Ford 6.2 has support too, especially for truck use.
• Swap considerations: A 6.2 swap into a lighter chassis creates a car that pulls everywhere. Watch your accessory drive fitment, oil pan clearance, and ECU integration. The powertrain package matters as much as the long block.

If you’re debating “best 6.2L engine,” I look at purpose. For track and street, LS3 and LT1 are great choices. For pure power with factory manners, the LT4 and LT5 set a high bar. For tow rigs, the Ford 6.2 Boss brings the right kind of grunt.

A quick word on measurement standards

People ask me “Why not settle on one unit?” I get it. The automotive world mixes metric and imperial like oil and water. Here’s the practical reality:

• Many service procedures and torque values are metric on modern vehicles
• Legacy parts, older engines, and American hot rod culture use inches and foot-pounds
• Displacement in liters is clean for global marketing and emissions categories
• Displacement in cubic inches resonates with enthusiasts who grew up on 283, 327, 350, 400, 454, and so on

I learned to speak both languages. That skill has saved me time, money, and headaches.

Quick reference: common 6.2L engines and specs at a glance

I keep these mental notes handy when someone brings up 6.2L “engine size.”

GM LS3 (376 CI):

• V8 OHV, port injection
• ~430–436 hp and ~424 lb-ft
• Found in Corvette C6, Camaro SS Gen 5, Pontiac G8 GXP
• Big aftermarket, great swap candidate

GM L92/L94/L99 (376 CI):

• V8 OHV, port injection, AFM/VVT depending on code
• ~400–420 hp and ~410–460 lb-ft
• Found in Escalade, Yukon/Sierra, Silverado, Camaro SS with L99

GM LT1 (376 CI):

• V8 OHV, direct injection, Gen V
• ~455–460 hp and ~460–465 lb-ft
• Found in Corvette C7, Camaro SS Gen 6

GM LT2 (376 CI):

• V8 OHV, direct injection, mid-engine platform
• ~490–495 hp and ~465–470 lb-ft
• Found in Corvette C8 Stingray

GM LT4 (376 CI, supercharged):

• V8 OHV, direct injection, factory supercharger
• ~640–682 hp and ~630–659 lb-ft
• Found in Corvette C7 Z06, Camaro ZL1, CTS-V, Escalade-V

GM LT5 (376 CI, supercharged):

• V8 OHV, dual injection (direct + port)
• 755 hp and 715 lb-ft
• Found in Corvette C7 ZR1

Ford 6.2 Boss (379 CI):

• V8 SOHC, port injection
• ~385–411 hp and ~430–434 lb-ft
• Found in F-250/F-350 Super Duty, Gen-1 F-150 Raptor

Mopar 6.2 Hemi (≈376 CI, supercharged variants):

• V8 OHV, supercharged for Hellcat and friends
• Known for huge power and torque in Challenger and Charger performance trims

These aren’t the only 6.2s out there, yet they cover the engines most people ask me about.

Final thoughts

If you only remember one thing, remember this:

• Exact conversion of 6.2 liters is 378.3 cubic inches
• Real-world 6.2L engines are often 376 CI (GM) or 379 CI (Ford) based on bore and stroke

That one-two punch will keep your parts orders clean, your bench racing accurate, and your expectations aligned with reality.

I’ve learned to bridge liters and cubes so I can talk to anyone. Mechanics. Salespeople. Engineers. Enthusiasts. At the end of the day, “6.2L” is a label. The engine beneath that badge tells the whole story. When in doubt, ask for bore, stroke, or the specific engine code. You’ll never get lost that way.