Say a 127k mile 2004 LQ4 landed in your lap. For the sake of discussion, say that you might consider using this engine in your 3550 pound non-GFX 3rd gen that currently has a cc-carb ZZ4 clone, Hooker 2055 & 3" exhaust, TH700R-4 w/2500 stall, 3.23 gears, LCARB's that runs 13.4's on DOT slicks and is driven daily.

To complicate things, you have another car that you typically race but you're thinking you're going to take it out of circulation for an LSx/4L80E swap and frame-off. In the coming season, you want to use the above 3rd gen to take its place, but you run in a class that has a 12.80 or quicker ET requirement, so this hypothetical LQ4 daily driven 3rd gen with 3.23 gears has to run at least that quick in the heat of summer. Need to pick up more than half a second.

You also happen to have an LS2 intake manifold from a previous deal gone bad, a Sanden AC compressor & relocation brackets you decided not to use on another swap project, but not much else for the swap.

So, given:
Stock LQ4 w/harness, PCM, accessories (basically complete)
TH700R-4
3.23 gears
LS2 intake (yes, I know, LS6 is better)
A desire to keep costs down (because of other previous and on-going projects)

Do:
Swap engine mounts (of course)
Cable 90mm TB (not sure what to do about the TV cable)
f-body accessories & oil pan (might stick with modified truck accessories)
Flexplate adaptation as required (spacer, special flexplate, etc.)
Higher stall converter
Good exhaust (headers assumed)
Some sort of cam that'll make things gooder if the stock LQ4 cam isn't enough
LQ9 pistons?
Gears?
Replace the TH700R-4 with 4L60E? (not sure the LQ4 PCM would be happy with that)


Where would you take this?

 

F13 cam or the gX5 similar sized with a 3500 stall minimum, 4k more likely would get it done and then some. Poke around ls1tech in their 12 11 second club and see what members are doing, remember you'd need to run the number up in your air instead of down at sea level like most are bragging about. It's easy to do with the proper combo. With that gearing I'd look closely at a 230 duration cam like I chose along with that vehicle weight. For mods to the motor look at a patriot gold dual spring setup with tit. retainers that they sell under $300. 7.4 inch comp chro moly pushrods, a nice ported LS6 oil pump and the LS2 timing chain. This would be a low buck screamer that you should be really happy with. If you plan on spinning the motor to make up some ET for those hot summer days I'd swap out a bolt at a time out of the rod bolts with ARPs. I personally just toss in new rod bearings and check everything out while I'm down there anyways.

 

I'd sell the lq4 and get a donor ls1 or ls2 car.
If I'm not allowed to do that I throw some compcam in it along with an ls6 intake and call it 11's

 

Yeah, those ET's were converted to sea level because most people would think current 14.4's and needing 13.8 or better means a slug. They just don't know what it's like to run at 5800' elevation with density altitude at 9500' or higher.

So, LQ4's are bringing enough money these days to buy an LS1 donor car?

Other trade-off possibilities:
Keep the truck intake & accessories and get a cowl hood (save the cost of the TB, sell the LS2 intake).

 

I know somebody makes a tv cable for an ls1. search on google and it's probably the first one that shows up. only problem is u have to change the tv spring in the 700

 

Why LS1? Compared to the LS1 your stepping way back.

No one could convince me to loose block integrity, and loose displacement.

LQ4/9/LS2 gives you a ton more head options on the cheap.

 

look at my build thread for everything you need on the 700r4 usage. i'd advise against it though...

 

After I sold my last two they were free so yeah I think an lq4 brings at least nothing.
The other alternative being finding different accessories, swapping the pistons, swapping the accessories, finding a cam, adapting it to the 700r4 and now your closing in on $1000
You asked where I would take this I told you.
block integrity LOLOLOLOLOL. didn't realize you were running 8's.
there is nothing weak about an aluminium lsx block
and I said ls1 or ls2

screw that heavy iron block holding the nose down.

 

Yo each their own, if it was iron block or LS2, id go LS2 no doubt. But LQ4, vs LS1. Id be choosing LQ4 for the reasons listed.

Yeah, im not running 8's, but ive got lots of plans that make me happy to know my block is goin a long way It doesnt take an 8 second car to need some extra block strength

 

The LQ4 is lighter than the Gen I SBC in there now!

 

And the aluminum is more than strong enough for anything you will ever possibly throw at it. It doesn't matter what you do, unless your tuning is way off, the block will not break from power made from a normal budget.

And don't get into the L92 head crap. Those are pieces of garbage.

As for the OP, I would stick the Lq4 in and throw a decent shot on it and see where that takes you. Then upgrade accordingly. That will keep it driving like stock everyday but fast at the track. I would also sell the 700 and replace it with a 60e. Stick a 3500+ stall in it and a set of long tubes. All those mods SHOULD get your goal because those mods minus the nitrous can put a full weight 4th gen in the low 12s here in Missouri.

If all that doesn't get you your goal, move...LOL

 

That ignores the premise, that for a season the Camaro is taking the place of a car that already runs those numbers here (while weighing 300 pounds more - but that's another story).

Budget is a factor here. Spend too much on the Camaro, won't have the cash for the frame-off on the other car. Selling parts taken out of the Camaro will help off-set expenditures, but selling a functioning TH700 and buying a 4L60E that will probably need going through isn't a zero-sum game.

I'll probably just continue with the Vortec heads I've got in work for the current SBC, add cam, more stall, and maybe gears and get there with ease. Less than trying to go LSx (although the EFI would be nice). Sell off the LQ4 & parts to finance that.

 

Oh that was meant more as a joke than actual advice. A good friend of mine went mid 11s in a near full weight LS1 camaro with a 347 LS1 with a stock LS6 top end backed by a built 60e. That's a combo that could be easily built on an LQ4 for a great street setup.

 

Well, that part didn't turn out exactly to be true. The accessories were gone (except water pump), the harness was cut off (even from the injectors and coils), no PCM, no starter, etc. Just a long block with intake, injectors, coils, and TB.

Since a lot of that would have to be replaced anyway (except harness and PCM), not sure how much difference that makes with regard to a swap. But, as others have noticed, used LS1 harness/PCM seem to be getting more rare. I'd still have to do the pan, intake, and accessories swaps.

Not sure what I'm going to do.

 

I'll sell you the wiring harness and computer from my LQ4 for $150 + shipping. It's uncut, all there. I'm gonna get a plug and play LS1 harness and computer.

 

I'm seriously considering doing that for the LQ4 in the '57. If I do that, I'll have the harness/PCM off of that engine available for this second engine.

I'll keep it in mind, though.

 

If one were to consider a 4L60E, would a 2001 4.8 2WD be the right thing? $550 shipped for a complete 98k miles unit. Would need TA mount (Spohn parts may be in order, unless the TH700 & 4L60E output housings would swap).

I assume the LQ4/4L80E PCM would need to be reflashed for the 4L60E.

 

i've seen good working LS1 trans for less than that and they would have the tailshaft length and torque arm mount already needed.

 

As you might suspect, I haven't.

 

no local board on ls1tech for your region to inquire about one? or calling up local junkyards, etc. I'm pretty sure the truck trans won't be able to be converted over, or I haven't read of it happening.

 

Some people don't like eBay, I have a similar aversion for junkyards, at least locals. A bunch of condescending bloodsuckers. If you aren't a shop, they don't want to talk to you.

Searches tend to show up old & sold posts, or people who refuse to ship - and none of the refuse-to-ship are local or within driving distance.

Upon closer exam, the truck tailshaft does appear to be longer.

But, no particular hurry. I can keep looking.

 

www.car-part.com was just given to me for you to search local yards. Put in your info from there and you might find something local. Usually junkyards will give a 90 day warranty, etc. I know my buddies shop that typically buys parts from them in the chicago area gets a 90 day warranty from them and rarely has to use it.

 

Not trying to be a wet rag or contrary, but that's exactly what I mean - if you're a shop, they'll treat you right. If you're a retail individual, they rake you over the coals while treating you like dirt. Don't even let them suspect you're working on a swap.

At least, that's my experience around here. The pick & pulls are a different story, but unless you're there every morning, they'll be completely picked over by the time you get there on the weekend.

 

well poke around that website regardless, all the yards around here show up as stating warrantys with any drivetrain parts. I know any yards owned by LKQ which is a national chain are really trying to clean up the companies image and go beyond what is needed to keep a customer happy.

 

Yeah, I am. 3 showed up within driving distance, none stated warranty, all were over $600 and high mileage (if mileage was even listed).

Expanding the region came up with more 500 miles +. Only one stated warranty (and it wasn't the LKQ hit), and it was almost $1100.

The closest is an outfit that told me in 1999 I was wasting my time with Berlinetta #1. I have never done business with them, and haven't heard glowing reports from those who have. Their advertising sure sounds good, though. Oh, they're the ones who didn't list mileage on the tranny.

Okay, enough of the rant. I don't have to move quickly, so I can keep my eyes peeled.

 

FWIW, I believe this is well beyond the "just for the sake of discussion" phase.

LS6 intake/TB/injectors/fuel rail on the way. Still fussing over the transmission, still need to get f-body accessories and oil pan, but I'm thinking it will be a nice upgrade over the current CC carb 350.

 

I found my block on craigslist for $950, complete. And when I was looking there were 4 other ones in my local listings as well. I'm assuming you've already tried there though? Also you might try LS1truck.com and fullsizechevy.com, both are pretty large GM truck sites and they have good marketplace forums.

You should be able to pick up an fbody pan for around $150 on LS1tech. I bought mine from a friend and got it for $130 but I know I've seen them on tech for similar ballpark prices.

 

http://stlouis.craigslist.org/pts/1255962573.html

LQ4 LS Block - $350 (wentzville)

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Reply to: sale-tmqxp-1255962573@craigslist.org [Errors when replying to ads?]
Date: 2009-07-06, 12:13PM CDT



364............. lq4 6.0 iron block 60,000 miles on it crank and pistons still in block..........this is pretty much the same as ls1 ls2 or ls3 motors if intrested call 314-713-9561

 

That part wasn't "just for the sake of discussion". That actually happened.

To lay out the scene completely:

Purchased a guaranteed LQ4/4L80E sight unseen from a high-feedback internet source, complete with accessories, PCM, harness, even had the in-tank pump thrown in for good measure, for the purpose of replacing the 396/TH400 in the '57. Upon receipt, I discovered it had taken on water - fauna in the intake duct, TB frozen. I documented the condition, contacted the seller, and said I wanted to pull the intake to see if any water got in the engine. They agreed and sent a replacement TB immediately. I pulled the intake, found water sitting on top of the intake valves (the cylinders that were still closed, anyway). Documented that, contacted them again. They asked what I wanted to do; I asked for a partial refund, I'd rebuild the engine and release them from their guarantee. They counter-offered with a replacement engine - I said that would involve separating the engine from the transmission, freighting it back to them, and them sending the other engine. They said, no, we'll just send you another engine, you can keep the one you got, no further cost to me. So, I agreed to that.

I pulled the heads off the first engine, there was some water is some of the cylinders, but no rust. I dried and sprayed the cylinders to keep any more damage from occurring. The engine obviously had not been treated to regular oil changes, so it would have to be disassembled and all cleaned up, anyway. Amazingly, though, there was still a hint of crosshatch in the cylinders.

Engine #2 arrived w/o accessories, but did have the LQ4 intake, TB (TBW), injectors, coils, water pump, flexplate, exhaust manifolds still attached. The harnessing had simply been cut off (including the coil connectors - grrrr!!!!). I haven't taken it as far apart, but it was obviously better cared for. It was also a year newer and had fewer miles on it.

So, the plan is: Rebuild Engine #1 w/L92 heads, L76 intake, headers, TBD cam (I'm planning on getting a custom recommendation), stand-alone swap harness and PCM (not going to mess with the LQ4 stuff). Accessories and pan TBD (I only need water pump and alternator, but the L76 intake won't clear the LQ4 water pump). I'll probably do the H8 pan for it. The 4L80E will get a higher stall torque converter.

Oh, probably do a 4" stroke kit for it as well. . .

Engine #2 is the subject of this thread. LS6 intake/TB/injectors/fuel rail, f-body accessories and pan, stand-alone swap harness & PCM, and either TH700 w/LS torque converter, or 4L60E transmission. It'll go in Berlinetta #1 in place of the current ZZ4 clone 350 and TH700R4.

Hope that clears things up. At the time I started this thread, I had just picked up a Gen V 454 and got this extra LQ4. I had also picked up a set of 062 Vortec heads for the ZZ4 350 two weeks before that.

Many irons in the fire. Decisions to be made. I'm going to go ahead and put the Vortec heads on the current 350 just for the heck of it, but after Berlinetta #2 is up and running (LS1/T56 in case you don't want to look at my vBGarage for those details), I'll start on the LQ4 in Berlinetta #1. When it's up and running, I'll take the '57 apart (planning a frame-off along with the LS conversion) and run Berlinetta #1 at the track next year instead of the '57.

I'll have a lot of parts for sale before this is all over. . .

 

Gotcha. I think I'm on the samepage now. From some of the recent posts I thought you were still searching for a block.

Sounds like you got a lot goin' on haha, I'm almost overwhelmed with the single swap I have going on! LoL

 

What makes you think I'm not overwhelmed with my one in-progress swap???

I did actually look at it tonight. Well, moved stuff around so I could actually see it again. Should get some things done tomorrow evening and this weekend.

 

At least you have even a teeny weenie amount of time to spend on yours. I can't even start takin the old motor out of mine until my friend picks up his '96 Trans Am that I have to finish painting by next weekend.