6.0L LQ engine?
Thread Starter
Melting Slicks
Joined: May 2002
Posts: 2,225
Likes: 44
From: Penticton B.C. Canada
6.0L LQ engine?
I am wondering the best way to go, bang for buck. In my '65 I currently have an sb400 with a mild cam and GM throttle body injection with the big [2" bore] Holley throttle body. I kinda like the old style sb400. But.. maybe I should update it with a roller cam and vortec heads... or... Should I just go to the later LQ4/LQ9, 6.0L gm engine? I would buy a low mile salvage unit. Would I gain a ton of economy and power? The variable valve timing among other things is pretty attractive technology. I know the mounts are different but adaptors are available. Is it the standard 1 piece rear main seal flywheel? Bell housing the same? Will the oil pan clear my frame? I would have to get the "Drive by wire" "foot feed" from the donor vehicle and come up with an electric speedo. What type of vss does this engine use? Does it have a clutch pivot ball hole? Will my exhaust headers fit?
Any help for my research would be appreciated.
Frank.
Any help for my research would be appreciated.
Frank.
Team Owner
Joined: Oct 2004
Posts: 81,241
Likes: 3,063
From: altered state
St. Jude Donor '05
I would jump at the chanve to go to an LS motor over the old school.
Better yet, get an LS402 crate jobbie from GM. Doesnt take a whole lot to have a very driveable 11 sec car. GM even sells an intake and ign system if you want to carburete it. If I ever get tired of my high strung 350 thats the route Im going.
Big power, unltimate reliability.
The swap details I couldnt help you with. Maybe Street and Performance or Painless can help you out with that.
Better yet, get an LS402 crate jobbie from GM. Doesnt take a whole lot to have a very driveable 11 sec car. GM even sells an intake and ign system if you want to carburete it. If I ever get tired of my high strung 350 thats the route Im going.
Big power, unltimate reliability.
The swap details I couldnt help you with. Maybe Street and Performance or Painless can help you out with that.
Le Mans Master
Joined: Oct 2002
Posts: 7,098
Likes: 378
From: Las Vegas - Just stop perpetuating myths please.
Well this has been done on the C3 forum so maybe u should do a search there.
But really there are no headers availible for the LS-X swaps. The oil pan won't fit as is - clearance issue. Needs electric fuel pmp to supply computer controlled FI. Are you ready to install all the sensors and new wiring harness to support this? I recall the trans bolt pattern is the same but no clutch pivot ball on an hyd clutch LS-X.
You create massive headaches for a weight savings of less than 100lbs. And for someone that knows where to remove the metal a pig iron sb can be shaved nearly 40lbs. In a C2 classic a LS-X swap may reduce the value of car - more likey if swap done poorly. I just don't think any pwr gains would be big enough to justify the headaches and cost - let alone the time spent sorting things out. Heck if you want more pwr bad enough swap to a BB or install a blower. Though economy would suffer the total cost would be less to use a supercharger or BB. Heck the best bang for the buck is NOx and could be all u really need for your racing habits.
Good luck.
cardo0
But really there are no headers availible for the LS-X swaps. The oil pan won't fit as is - clearance issue. Needs electric fuel pmp to supply computer controlled FI. Are you ready to install all the sensors and new wiring harness to support this? I recall the trans bolt pattern is the same but no clutch pivot ball on an hyd clutch LS-X.
You create massive headaches for a weight savings of less than 100lbs. And for someone that knows where to remove the metal a pig iron sb can be shaved nearly 40lbs. In a C2 classic a LS-X swap may reduce the value of car - more likey if swap done poorly. I just don't think any pwr gains would be big enough to justify the headaches and cost - let alone the time spent sorting things out. Heck if you want more pwr bad enough swap to a BB or install a blower. Though economy would suffer the total cost would be less to use a supercharger or BB. Heck the best bang for the buck is NOx and could be all u really need for your racing habits.
Good luck.
cardo0
Thread Starter
Melting Slicks
Joined: May 2002
Posts: 2,225
Likes: 44
From: Penticton B.C. Canada
As I stated in my first post my car is already EFInjected. The fuel system in already sorted out, and I have knowlege of the need for sensors and harnesses. With the current use of a 400sb obviously the originality is not at all an issue.
What I am asking about is issues like oil pan fitment in my car? Conventional one piece rear main seal flywheel? Bell housing I think is the same, I'm going to stick with the Muncie for now. And I would like to use my Hooker Side Exhaust, [yes with the required 2 O2 sensors, heated] but I think you've answered my question there.
My requirements are not for a max output race engine but a current, reasonably powerful engine update to go with the rest of the car.
What I am asking about is issues like oil pan fitment in my car? Conventional one piece rear main seal flywheel? Bell housing I think is the same, I'm going to stick with the Muncie for now. And I would like to use my Hooker Side Exhaust, [yes with the required 2 O2 sensors, heated] but I think you've answered my question there.
My requirements are not for a max output race engine but a current, reasonably powerful engine update to go with the rest of the car.
Le Mans Master
Joined: Oct 2002
Posts: 7,098
Likes: 378
From: Las Vegas - Just stop perpetuating myths please.
Well FYI patsnitrovette and Budman78 on the C3 forum have installed an LS-X eng - u can search the C3 archives for thier posts. They posted a lot of details and good info on this swap.
And Bravo Zulu to u for getting an EFI retrofitted to work well as many others have trouble with this. But the stock LS-X EFI is a different animal than an aftermarket TB sys - though this may be simple for u also - only u would know.
If driving a alum block LS-X is for u then do it and i should not discourage u. But u did post looking for the most bang for the buck. I just don't believe the power advantage is there to justify the $$, hours, and headaches. Nor will the value of a C2 increase from it.
I quess what i'm saying is that 400 sb has a lot of potential. And the aftermarket GEN I sb's from World Products (and others) for a lot less $$ than an LS-X swap total cost can get u over 427" while everything just bolts up.
Good luck to u.
cardo0
And Bravo Zulu to u for getting an EFI retrofitted to work well as many others have trouble with this. But the stock LS-X EFI is a different animal than an aftermarket TB sys - though this may be simple for u also - only u would know.
If driving a alum block LS-X is for u then do it and i should not discourage u. But u did post looking for the most bang for the buck. I just don't believe the power advantage is there to justify the $$, hours, and headaches. Nor will the value of a C2 increase from it.
I quess what i'm saying is that 400 sb has a lot of potential. And the aftermarket GEN I sb's from World Products (and others) for a lot less $$ than an LS-X swap total cost can get u over 427" while everything just bolts up.
Good luck to u.
cardo0
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Originally Posted by 00fxd
I am wondering the best way to go, bang for buck. In my '65 I currently have an sb400 with a mild cam and GM throttle body injection with the big [2" bore] Holley throttle body. I kinda like the old style sb400. But.. maybe I should update it with a roller cam and vortec heads... or... Should I just go to the later LQ4/LQ9, 6.0L gm engine? I would buy a low mile salvage unit. Would I gain a ton of economy and power? The variable valve timing among other things is pretty attractive technology. I know the mounts are different but adaptors are available. Is it the standard 1 piece rear main seal flywheel? Bell housing the same? Will the oil pan clear my frame? I would have to get the "Drive by wire" "foot feed" from the donor vehicle and come up with an electric speedo. What type of vss does this engine use? Does it have a clutch pivot ball hole? Will my exhaust headers fit?
Any help for my research would be appreciated.
Frank.
Any help for my research would be appreciated.
Frank.
IF I were in your shoes;
Already having a working TBI set-up on the car is 1/2 the battle.
What would your budget be for the swap.....
Is the rest of the drivetrain up to the task of more power......
Because you can make the same power with either, I would keep what I have and upgrade from there.
It would be more cost effective, less time/headaches and even a 400 SB 2-bolt main can make big reliable power
Some info..........
http://www.ls1tech.com/forums/showthread.php?t=313350
Steve
Last edited by Allthrottleandsomebottle; Nov 13, 2006 at 07:31 AM.
Thread Starter
Melting Slicks
Joined: May 2002
Posts: 2,225
Likes: 44
From: Penticton B.C. Canada
Thanks for the replies fella's. I think I have made my decision. After some searching on other sites I'm gonna start looking for an LQ9. Great technology to go with the other updating that I am doing on my car.
It should bolt to my Muncie [I think]. My headers won't fit but I can run stock manifolds to my side pipes [I hope]. There are some low mile take-out engines out there with all sensors, pcm and harness so it'll be fun. plus my fuel injected 400 has good value so heck, onwards and upwards
It should bolt to my Muncie [I think]. My headers won't fit but I can run stock manifolds to my side pipes [I hope]. There are some low mile take-out engines out there with all sensors, pcm and harness so it'll be fun. plus my fuel injected 400 has good value so heck, onwards and upwards
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