Just curious if anyone has tried this yet. I'm gonna go LS1 but I'm planning on buying heads/cam/intake anyway. So I thought why not go with the 6.0L truck block. (they seem to be a bit cheeper also). Just curious if anyone has done this or has any experience with it. BTW, boost is a future plan also (another reason for the iron truck block).

 

the only reason i can think of to go with the LS1 instead of the LQ9, would be the weight, the LQ9 is iron, BUT, the heads flow more than tha LS1's, IIRC the LQ9 heads, are darn close to the LS6 heads in flow, put a cam, and instake on there, and you'll be golden.

 

The 6.0 L heads aren't that good in the LS1 lineup and it is the 5.3 heads that everyone is after. After that they go with ported stockers of LS6. I would not go with that block because of its weight. The stock aluminum block can take a lot of boost with a turbo application. There are a couple of guys in town with stock blocks running into the high 8's with their turbo LS1 set-ups.

 

The 6.0 LQ9 heads he is talking about are very good in the Gen 3 lineup, the LQ4 heads must be what you are referring to, there are two different 6.0's

Mounts for the truck motors are just the same, you might need a cowl hood to clear the stock intake, though i dont have the swap mounts to bolt the one i have into a thirdgen so i havent verified this yet, the stock truck intake is a good deal taller, the stock ps lines for them seem to be in a good spot, or at least close enough not to need custom lines, the fuel rail setup on the one i have has a feed and return eliminating the need for an external regulator, a set of the lines millican sells for the LT1 swaps will work perfectly, doesnt seem like you can just bolt on a f / y body intake to avoid the hood issue due to the front drive accessorys seeming like they would pose a problem with the throttle body.

 

Really? I had no idea there were two 6.0 LS1 versions. Hmm...

 

I heard that everyone wants the 5.3 heads for NA applications, and 6.0 heads for blown motors.

This is the motor I'm planning on going with. I figure, yeah its iron, but like someone mentioned..its better for a blower. But they're so cheap, for the price difference between it and the LS1 I can get alot more power out of it. Not too mention the block is the same dimensionally as the ls1 so performance parts are in no short supply.

 

the other advantage is it can be bored, come rebuild time, unlike the LS1 which has to be resleeved.

 

To help clarify some facts and add some more insight to the 6.0L engine, the '01 and later engines only used the "good" aluminum heads (all previous versions were iron), and it has the same camshaft as used in the Corvette LS1 of the same years. The LQ4 and LQ9 engines are mechanically identical, except LQ9 uses higher compression, full floating pistons (10.0:1, vs LQ4's 9.4:1). The aluminum LQ4/LQ9 heads are virtually the same (port wise) as used on the Corvette LS1 and LS6, except the chambers are marginally different (mainly for a slightly different bore size).

The '01 and later 6.0L GEN III engines are a hot rodder's dream engine. I got one in my HD2500 4x4 (with a few simple breathing mods and an aftermarket cal), and it moves the 3 ton beast pretty darn quick!

 

bringing this back from the dead.
i am planing to put t56 from 200ish f-body and 6.0l block out of 2001-2005 truck into my bird. my goal is 400 rwh and about 450 torque.
is it possible? Will it be pretty much the same as swapping an ls1? Should i put a cam while it would be out and what cam would be best to use?
sorry if this been repeated.

edit: by asking same as ls1 swap i mean will this all work:
Ls1 motor mounts: $85 (sophn)
Ls1 motor mounts and trans crossmember: $195 (sophn)
Trans crossmember auto or 6 speed: $115 (soph)
Electronic to mechanical spedo box: $299 (1989 models and earlier)
Fuel pressure regulator: $159.95
Ls1 swap fuel line kit: $249
Ls1 torque arms wich include trans crossmember: $395 (auto or 6 speed)

 

Yep, it'll work. Externally the engines are the same, and internally things such as cams are the same.

There might be detail differences in the control and induction systems, but if you're getting all of that with the engine, shouldn't be a problem.

 

the 6.0 block is only 60-70 lbs heavier than the aluminum version, still plenty lighter than the iron headed v8's that came in our cars. I don't see why anyone wouldn't use the iron block. the lq9 heads have enormous ports (250cc) and valves and require at least a 4.00 inch bore for the man size valves (2.165) that accompany them. i wouldn't use them with anything less than a 400 inch motor unless it is going to get boosted.

 

my fault, i was thinking about the l92 heads. but still use the iron block.

 

thanks for the info, i found a trans, now i am just looking for money to get the motor. what about putting a cam, what type would work best for street?