OK so im going to start my own conversion thread. Starting off a lil slow right now though. I sold my nice 350 and 700r4 a week ago for $1500 and then wed. I ordered a 6.0 LQ4 from a 2002 Silverado from LKQ Corp. Well my buddy ordered it for me to get free shipping as he is the parts Mgr. for my local Saturn House. I paid $800 plus tax for a long block with intake, fuel injectors, throttle body and accessory drive system minus the actuall accesories. Well I was like a kid on Xmas morning when he called me today to go pick her up but when I got there my hapiness soon faded. I took one look at the motor and saw that although it looked real good and clean and in good shape the heads had surface rust....Well as we all probably know the 2002 LQ4 should have Aluminum heads so upon looking at the motor tag it read that the motor was from a 1999 Silverado. So my MGR. buddy got on the phone and got it all straitened out and my 2002 motor will be here mon so i cant wait. Side note is that the 2002 is actually supose to cost 1k but they are giving it to me for the $800 cause they messed up when quoteing me.
My plans for the swap are to rebuild the motor with, stock crank, scat rods and im not sure on the pistons yet. Im gonna shoot for about 11:1 compression with the stock heads, will port them and im not sure about a cam yet either looking at a few different ones. dont have any set numbers on hp goals would be nice to make around 400hp to the ground. i dont think it will be too hard with the good ole lq4. so ill keep yall posted....

 

Cool - take plenty of pics...

 

Ok so I got my engine home today...I asked for a 2002 but I got an 01...O well, doesnt really matter. So I got her home and placed on my stand....Then came the fun.... Compression test showed a good motor so that made me happy but i tore it down to a long block regardless for 2 reasons....1. I want to take the heads off, do a slight port job, clean them do a head job and put bigger springs on, and 2. Well i visually wanted to see the cylinders wich are in fine shape... Im going to take the heads to school tommorow to start working on them and then I plan to pick up a small cam not sure what one yet to slap in for the time being and get the motor going....Then Ill save up for a nice rotating assembly while im enjoying the current motor...The motor is really dirty Ill clean it up over the next cpl days and post more pics as I progress....

 

uh oh.....


Check your crank flywheel snout. the 99 - '01 6.0L engines had a longer flywheel end so that they could be used with the 4L80e only.

If you dont want a 4L80e, it means a new crank. On the plus side, if you do want a 4L80e, you dont need a crank spacer

 

i thought it was just the 99-2000? **** it o well

 

well with it being the longer crank wouldnt it work with a turbo 400 with no spacer too?
----------
ive been looking and everything i see says 01 and newer have the normal crank and a spacer....

 

Could be, im going to check into my Powerbook here and let you know.

I beleive the TH400 would work if it had the longer snout.

Ill take a picture of my '03 5.3L Crank end tonight so you can compare.

Sheldon

 

cool thanks...

 

ok so i picked up a 4l60e and stall convertor today...its from a lt4 turboed vette...i know i know the whole bolting up thing and spacing issue but it was a good deal and since i have to buy a flex plate anyways ill just buy the conversion one. i got it from my buddies like i said it was in a lt4 vette, the motor was stroked to a 396 had AFR heads and was turboed. the idiot owner ran the fuel lines near the turbo and caught the engine bay on fire. insurance totaled it and my buddies bought it at the insurance auction and put the motor into a 1st gen camaro with a t56 its a beast....so i got the trans that was behind it like i said with the stall it is of unknown size as there are no number on it. its a 10 inch convertor ill take some pics of it all later....im thinking of using it i can see where she flashes at and if it doesnt have the stall i need ill pull it and swap no biggie....o i gave 250 for everything every 4l60e from f bodies here cost and arm and a leg so i jumped at this....

ill be using http://store.summitracing.com/partde...art=HUP-HP3795 and http://store.summitracing.com/partde...art=HUP-HP4004
to make this work....

 

I got one of those pilot spacers here if your interested. Bought it from summit when i was in Atlanta, then i ended up with a '00 4L60e which didnt require it.

$20+ Shipping if your interested.

Sheldon

 

If you have the earlier model crank in the engine(I think 1.25 deep) it will work fine with th350,th400,700r4 ect. Now if you have the later(I think .75) than it'll work only with the gen III transmissions or use a flexplate spacer.

 

ok so i have everything figured out.... stock bottom end, stock slightly ported heads (just cleaning up casting) i will be useing gm performance parts hot cam kit 12480033 cam specs are 219/228* duration at .050 in .525/.525 lift with a 112 LSA, the kit comes with LS6 Springs. For intake Ill be using the Edelbrock Victor Jr. EFI intake, with an Eldelbrock 90 degree Throttle body adapter, and Edelbrock 90mm Throttle Body. The carcraft 6.0 build up used this cam and a GM performance parts single plane intake to produce a peak 483hp @ 6k rpms, and 450ftlb @ 5k rpms.... with at least 400ftlbs from 2800 rpms up.... i know i could probably pick up some more power down low with an ls6 intake or fast but this intake setup costs less and i really dont need any more then 400 ftlbs below 3k rpms... also i have no idea what size injectors i need anyone have a clue? tell me what you guys think.... here are links to the mentioned parts....
http://store.summitracing.com/partde...part=EDL-29085
http://store.summitracing.com/partde...?part=EDL-3638
http://store.summitracing.com/partde...?part=EDL-3849
http://store.summitracing.com/partde...part=EDL-38640
http://store.summitracing.com/partde...t=NAL-12480033

 

I think you'd be better off with an LS6 manifold for 2 reasons -

A) hood clearance. That single plane setup with the elbow and TB on top is TALL, and you'll likely need to get a cowl induction hood to clear it.

B) LS6 manifolds are not expensive unless you buy it new from GM (about $420 IIRC). Lots of '01 and almist all '02 F-bodies, and pretty well all Corvettes with the 5.7 '01+ had the LS6 intake. They are not hard to find, and not expensive either.

 

To be honest. That GMPP Hot cam isnt very much. Its the same as their LTx/TPI hot cam's, they fit the same lobes onto an LSx cam base.

If you want a cam that will make a little more power production,

Check out the Thunder Racing TR224 Cam: (Can use LS6 Springs

224/224 .563/.563 112 LSA

Im using this cam:

230/224 .575/.563 111 LSA

Even this cam would work good. Could be used with LS6 springs. Much more aggressive then a Hotcam, but not too bad that it would ruin driveability:

227/224 .569/.563 114 LSA

And if your really bored and want to go real fast (L92 heads/Vic intake, this cam will be 550+Hp)

Magic Stick V.3 237/242 .603/.609" (texas speed)

 

i have given thought to the 224 cam if i go with any individual cam ill just pony up the money for the Patriot Gold spring kit... i was also thinking the gm cam might just be a lil too tame...as far as the intake i really like the look of the victor jr setup and with ls6 intakes running 350 used they are only a few bucks cheaper....also they do have a lower profile elbow and hood space shouldnt be an problem i have the ss hood and my last motor ran an edelbrock air gap intake, 1'' spacer and holley 4150 carb... with room to spare...also with this setup would it be too big of a stretch to think i could run my N20 carbed plate in there between the elbow and intake..........