LS1 stuff,.

i,m learning ,. but being a slow learner i,m wading my way thru tons of info,.
will a 6.0 LQ engine bolt in where a 5.7 ls1 is?
seems like the cam swap with L92 heads is almost too easy and makes power,.and revs so easy etc,.
I,m in negotiations with over a 2002 FHP B4C,.fairly close by,.
but a 6.0 is what i want,.but can the 5.7 build up easy enough for the same sort of cheap money?

thanks
Nick

phantom 309 wrote:

i,m learning ,. but being a slow learner i,m wading my way thru tons of info,.
will a 6.0 LQ engine bolt in where a 5.7 ls1 is?
seems like the cam swap with L92 heads is almost too easy and makes power,.and revs so easy etc,.
I,m in negotiations with over a 2002 FHP B4C,.fairly close by,.
but a 6.0 is what i want,.but can the 5.7 build up easy enough for the same sort of cheap money?

thanks
Nick

B4C in 2002, including Florida Hwy Patrol, is a de-badged Z28 with an LS1,

The truck L92 = 6.2 (4.065" bore) with VVT & has RECTANGULAR INTAKE PORT & std 15 deg valve angle (like L73 & LS3), but (LS7 also has rect intake port but spl 12deg valve angle AND requires at least a 4.125" bore)

Rectangular port heads have offset rockers to relocate the pushrod.

You need the matching intake manifold. Valves should clear the LQ4/9s 6.0 (4.000") cyl.bore.

LS1 has a 3.898" bore, 5.7L, 10.1 CR, all aluminum engine with cathedral port heads/intake. The L92 head's valves may not clear the smaller LS1 bore. {ALL engines here have the same 3.622" stroke}

Vortec 6.0L LQ4 = 99-07 IRON BLK 9.4 compression ratio & LQ9 02-07 iron block/alum head 10.0 CR. (Both 4.000" bore). All LQs have cathedral intake port and tall matching intake manifolds.

Also make sure which reluctor wheel you will want on the crank. The engine management will have to be chosen, 24X or 58X.

Consider the weight increase in a F-body when using the iron LQ4/9 block over the swapped out lighter aluminum LS1 block.

I would be willing to bet that a set of aftermarket heads with the right cam on the LS1 will bring the same power as the 6.0 with L92 heads without the extra weight and time/hassle of swapping in the 6.0

If you get it and are dead set on the 6.0 I will trade you one strait up for your LS1, I have a project in mind that an all aluminum motor would be best for....

Doug

B4Cs are Pretty rare, the camaro guys jump big time on those. Especially since it's the last year. Is it wrecked nick?

No Moa wrote:

B4Cs are Pretty rare, the camaro guys jump big time on those. Especially since it's the last year. Is it wrecked nick?

No its a running driving car,. the extra 65lbs of the iron block wouldn't worry me,.
i still don't have an answer to my question,.

does the lq motor bolt right in where the ls1 is now??

thanks
nick
lq motr is an ls2?

[quote="phantom 309"]

No Moa wrote:

i still don't have an answer to my question,.

does the lq motor bolt right in where the ls1 is now??

thanks
nick

Yes.

http://www.camaroz28.com/forums/showthread.php?t=709778

There's more on that site.

phantom 309 wrote:

lq motr is an ls2?

The "LQ" you speak of, I assume, is an LQ4 or an LQ9. If you don't know exactly what you have, I would find out for sure.

LS2 is an aluminum block/aluminum head 6.0L from 2005-07 Cad CTS-V, 2005-07 NON-Z06-Vette and 2005-06 Pontiac GTO.

LQ4 is 1999-00 iron block/iron head 6.0L truck, 2001-07 iron block/aluminum head 6.0L truck + 9.4:1 C.R.

LQ9 is 2002-07 iron block/aluminum head 6.0L truck + 10.0:1 C.R.

All LS family swaps to your car are possible, except maybe the front wheel drive versions which were called LS4s used in Monte Carlos and late Impalas, that one I don't know.

phantom 309 wrote:

does the lq motor bolt right in where the ls1 is now?

It depends.

Early - 1999 & 2000 - 6.0L have a crank flange extended by .400" - which would be a problem - so no.

The 2006 & up use the 58X crank reluctor which requires a good bit of finessing to get around, enough they shouldn't be considered a drop-in replacement.

So basically, the 01-05 will be the best bet.

- J

JaySS wrote:

phantom 309 wrote:

does the lq motor bolt right in where the ls1 is now?

It depends.

Early - 1999 & 2000 - 6.0L have a crank flange extended by .400" - which would be a problem - so no.

The 2006 & up use the 58X crank reluctor which requires a good bit of finessing to get around, enough they shouldn't be considered a drop-in replacement.

So basically, the 01-05 will be the best bet.

- J

Yes, as always you are right. The 4.8 LR4 and LQ4 prior to 2000 in 2500 series and heavier have the .400" thicker flywheel crank flange to be avoided.

This was because of the transmissions used in those trucks. 1999/2000 was the cross-over point when for a time, the factory installed .400 spacers to use up the earlier transmissions.

Cast iron block from the LQ4/9 weighs 88 pounds more than the aluminum LS1 block. Complete LS1 is approx. 430 lbs.

SOOOOOOOOOO how much is the car Nick.

lol, pics?

Machine-De-Zine wrote:

phantom 309 wrote:

lq motr is an ls2?

The "LQ" you speak of, I assume, is an LQ4 or an LQ9. If you don't know exactly what you have, I would find out for sure.

Well thanks for your help and the info,.assumptions can lead to hurt feelings tho,.
(and the punch line is "IT was honor and offer all night long)
I don't have any LQ engine at this time,.
I do NOT own this camaro,.. yet,.
I AM researching what it would take,.
I do know that lq9 engines respond so well to cam and heads change,.for a high compression setup,.
I do know that LQ4 responds well to cam and heads swap for a lower compression setup,.
I now know that a 01-05 LQ9 would bolt in just fine,. thats the answer i was looking for,.
seems a better option that building an LS1

thanks all,.
this helped,.
http://www.ls1tech.com/forums/generation-iii-internal-engine/1259453-everything-needed-lq9-swap.html

Nick

er.. $4000,..