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LTX and LSXPutting LT1s, LS1s, and their variants into Third Gens is becoming more popular. This board is for those who are doing and have done the swaps so they can discuss all of their technical aspects including repairs, swap info, and performance upgrades.
Well actually it's an LQ4 out of a 2009 Chevy van. 6.0L iron block with rectangular port aluminum heads. I'll have to look at the repair order but I think it has around 175,000 km on it.
It was losing oil pressure at an idle. We diagnosed it as a bad oil pump but the customer supplied a junkyard replacement that was actually in worse condition than this one but that's what he wanted.
I bought the core for $200.
The truck intake manifold got broken but I plan on using a carb anyway. The front accessories are not complete but I don't think I want the truck style of the accessories anyway.
I'll do a partial strip down just to see what it looks like. Probably going to get at least cam change and ARP rod bolts. Not sure what I'll put it in. The BBC in my race car is more than enough engine to have fun with.
Sounds like you've got another fun project to think about.
I think LQ4 6.0L is a Gen III engine with cathedral port heads. According to Wiki, the last product year of LQ4 was 2008. If you have rectangle port heads, then perhaps it is an LY6 6.0L engine with variable valve timing? Excerpt from Wiki,
The LY6 is a Generation IV small block V8 truck engine with a cast iron block. It shares the same bore and stroke as its LQ4 predecessor. Like other Gen IV engines, it features variable valve timing. It generated 361 horsepower at 5,600 rpm and 385 lb-ft of torque at 4,400 rpm using "regular" gas, or ~87 octane. Redline is 6,000 rpm and compression ratio is 9.6:1. This engine uses L92 / LS3 style rectangle port cylinder heads, though without the sodium filled exhaust valves of the LS3.
Applications:
2007–2009 Chevrolet Silverado HD
2007–2009 GMC Sierra HD
2007–2013 Chevrolet Suburban 3/4 ton
2007–2013 GMC Yukon XL 3/4 ton
He may have a LY2. I had to go to Chevy's website to see what they call their vans. It's called the Express, and the 2009 model comes with the only Gen IV engine that doesn't have VVT... which is good.
The Vortec 4800 LY2 (VIN code "C") is a Generation IV small block V8 truck engine. Like its LR4 predecessor, it gets its displacement from a 96.01 mm (3.780 in) bore and 83 mm (3.3 in) stroke. The smallest member of the Generation IV engine family, it is unique in that it is the only member of that family that is used in trucks that does not feature variable valve timing.It has a cast iron block. Power output is 260–295 hp (194–220 kW) and torque is 295–305 lb⋅ft (400–414 N⋅m).
LY2 applications:
You have an LY6. Great foundation. I would leave the rod bolts alone unless you are going to take it all apart, hone, balance and resize the rods. If it has good compression just address the oil system, add a cam and accompanying valve springs and enjoy a very stout motor.
Finally got a chance to look at the RO. It's from a 2008 Express G3500. It has 173353 km on it.
With 107k miles that is a good deal. Hopefully it had regular maintenance and was never starved for oil if the pump was going. Does it turn over freely?
I only have the first page of the RO showing me vehicle information. I didn't work on the vehicle. It was making noise.
Vehicle was running. All I was told that it wasn't making enough oil pressure at idle and it was diagnosed as needing an oil pump. When oil pressure was tested, there was pressure at the cooler but minimal at the top end.
I only have the first page of the RO showing me vehicle information. I didn't work on the vehicle. It was making noise.
Vehicle was running. All I was told that it wasn't making enough oil pressure at idle and it was diagnosed as needing an oil pump. When oil pressure was tested, there was pressure at the cooler but minimal at the top end.
Knowing this I would at a minimum pull the heads and replace the lifters. LS7 lifters can be had for $100. It would also let you look at the cylinder walls to see if there is still a cross hatch present.
My LY6 I bought has in bad shape but the main root looked to come from a bad valve spring which led to a dropped valve lol you know how it goes from there.
I've done some researching and checking and yes, it is a LY6. The engine does have the extra plate and harness on the front of the timing cover for the VVT.
I don't plan on using a computer and EFI so I can probably build this engine without VVT.
If I still owned the 1991 454 SS pickup truck, this would have been a perfect twin turbo engine candidate. Truck had a Gen V 454 (boat anchor), 4L80E transmission and a 14 bolt diff.
I don't know. Maybe a street legal third gen. I saw someone locally has a 1964 2 door Impala for $9000.
Other options are FWD cars such as Cobalt etc. There are a lot of options and conversion for these type of cars. Local racer has a late 80's FWD Buick racing in Super Stock. Back half kit, SBC under the hood and it runs high 9's. Interior still looks factory except for all the carpet covering the back half.
I've kept my ceiling at $1000 but then again I'm looking for something specific and not a project.
It's interesting that the price of the 3rd gen has steadily kept climbing. The place to go would be stateside though. I picked up my rust free (or very very nearly so) 86 Coupe roller with a blown up V6 for $600 US. The folks in Virginia didn't care much for the f-body. Cost me about that to trailer it home (to Ontario) but I've had it for about 10 years now and the paint is still holding up. (Just don't get too close.)
Back to topic regarding your LS. I too have one here should I decide to scrap my 06 Tahoe rather than try and repair it. But then I'd have a worn out 5.3 and still have to rebuild it, add some speed parts and THEN buy all of the swap stuff to make it go. It gets expensive in a hurry. Or I can get a fresh 383 shortblock (I've contacted Charlie at AMS engines), reuse my heads and call it a day.
Interestingly, I'm still on the fence about the whole thing.
Been doing a lot of reading. The VVT can be easily deleted by using a non VVT camshaft and every LS engine can benefit from a cam swap. Front cover would also need to be replaced.
Since this was swapped out as a replacement, there's a lot of things missing such as all the accessories, mounts etc. I can see myself heading to the local pick-a-part to piece together all the little stuff that's missing since just about everything in the LS series is interchangeable.
This LY6 was rated at 364HP from the factory. A good cam swap can easily push this into to the 450-500 HP range. I might wind up over carbing the engine since the only gasoline carb I have in my garage is an old 850 DP BG Speed Demon with very little track time on it.
After I bought my 5.3L engine, I found out it was a Gen IV. I should have done more research before I bought the engine, because VVT and DOD aren't good for a hot rod. Texas Speed and Performance responded quickly to my questions about a cam. So, I bought their VVT and DOD delete kit. I also bought a cam they designed, and it has worked well. I told them my plans for the car, and they recommended a 220R 114 LSA.
I ended up buying a Melling standard flow, high pressure pump. I was concerned that a high volume pump could empty the sump.
Also, the truck engines don't have vent windows between the crank bays like the cars do, so windage and oil drain back is a bigger issue with the truck engine. If you're going to run this engine hard then you might want to address that issue too.
As I'm in the "consideration phase" of going LS and working off of experiences adapting the LSX 454 to a 67 Chevelle, one of things we dealt with was the accessory drive. We ended getting the whole Corvette deal right from GM.
As for the intake, the first idea of a wet style intake and throttle body with injectors is what appeals to me the most. I can't comment on any difference in performance with a multi-port style arrangement but I do like the old school vibe from the carbed look.
The above is with a Holley 950 HP but has since been swapped to a Holley 8 injector TB. New Vette accessory drive.
For the record, that's an as delivered LSX 454 crate engine (sans intake). 3800 lbs, street trim suspension went 11.00 flat @ 123 with a 1.6 60' pulling the tires (ever so slightly). Easily 10's. Next move is the Texas Speed heads and big cam waiting in the shop...
Hey AlkyIROC,
So it looks like you're managing to pull wheels-up launches with a big block, and disinclined to jump on the turbo LS bandwagon to replace it. Also seems to be more weekend warrior than daily play-toy. If I got that much correct, what's better about your approach? Any major drawbacks?
Well actually it's an LQ4 out of a 2009 Chevy van. 6.0L iron block with rectangular port aluminum heads. I'll have to look at the repair order but I think it has around 175,000 km on it.
It was losing oil pressure at an idle. We diagnosed it as a bad oil pump but the customer supplied a junkyard replacement that was actually in worse condition than this one but that's what he wanted.
I bought the core for $200.
The truck intake manifold got broken but I plan on using a carb anyway. The front accessories are not complete but I don't think I want the truck style of the accessories anyway.
I'll do a partial strip down just to see what it looks like. Probably going to get at least cam change and ARP rod bolts. Not sure what I'll put it in. The BBC in my race car is more than enough engine to have fun with.
Oil pumps rarely go bad in these engines and are often misdiagnosed almost as much as optisparks in the lt1s. These engines eat oil, and when that happens without customers noticing it takes a toll on the mains/rods. Yours may be different, but that's what has caused low OP in every LS engine I've personally touched.
I wouldn't even bother putting it in any vehicle until you strip that block bare to inspect and replace parts as needed. Also highly recommend ARP 2000 rod bolts, studed main, Melling OP, and replacement seals while it's on an engine stand and not in the car!
Rebuilt my fair share of these LS motors over the years, just my 2c
This is from an LS2 that had low OP, PO had oil pump replaced thinking that was it. Had no noise, no knock, etc ran great aside from oil consumption. Not sure if you can tell from the pictures but it was a miracle the rod bearings didn't get spun with how thin they were
Last edited by LS2Swapped92; 02-08-2018 at 11:13 AM.
Engine is still sitting on the stand beside my toolbox at work. Still has oil in the pan and coolant in the block. It even still has the oil filter on it. First thing I'll do is cut open the filter to see if there's any metal in it. Metal flakes and it gets stripped right down. No metal and I leave the bearings alone.
It wasn't a zero pressure issue but low pressure at idle.
I've managed to pull the rockers and pushrods out already. A least 1 pushrod tip has some galling. I wasn't planning on reusing these pushrods anyway and probably swap out the lifters as well. Not sure about the rockers yet but they should be plentiful at the junkyard. I need to get a few more things from the junkyard for it anyway. Bolts, oil pressure mount at the oil filter etc. Stuff that had to go back on the replacement engine.
Check the filter first, but low pressure at idle, especially when warm vs cold is a sure indicator of worn bearings
Get a trunion upgrade on those rocker arms or bushing setup instead of replacing with the weak factory design
If you do a cam and replace lifters, ls7 lifters are the recommended replacement youll need different length pushrods anyways, so go hardened they are cheap for a set. $80-90?
But that LSX is built for RPM though. Wring a SB out that high and the same will happen, at only 8300 RPM no less, yet made 3 horsepower more. Not sure how big that Ford is though, cubic inch wise. Though I'm pretty sure AlkyIROC never wrang his big block out that high before lol (9600)...
Edit: Actually that damn SBF kept pulling higher than that, impressive...
I shift at 7400 but the camshaft will make power to 8000. Technically, there's enough good parts in my engine to go to 8000 but I don't have to.
That LSX probably costs a lot more than my BBC and doesn't have the life expectancy either.
Either way, the LSX also isn't a production engine made into a race engine. What's sitting on my engine stand is still an iron block production engine. What's under the hood of my car is 100% aftermarket other than the starter and alternator.
We're talking about potential of my LS engine, not what you can buy to make an all out LS engine.
Without using a power adder, I'm leaning towards the Comp Cams 469 grind for a camshaft and I'll go from there.
Without using a power adder, I'm leaning towards the Comp Cams 469 grind for a camshaft and I'll go from there.
The compression ratio of your engine is quite low (9.6) so you might sort out how you're going to fix that before you choose a cam because you might end up selling those heads and going with a set of cathedral port before this is all done. AFR cathedral heads make a 6.0L run like a champ and bolster the low- and mid-range a lot compared to the rectangle ports.
Not sure how many variations that Morel sells but it seems that the lower cost link bar lifters (made in China) have gotten a really bad reputation. Johnson makes a good product and is growing in popularity.
Not sure how many variations that Morel sells but it seems that the lower cost link bar lifters (made in China) have gotten a really bad reputation. Johnson makes a good product and is growing in popularity.
Probably thinking of the street versions which are lower quality. These are the race versions which are more expensive. They are made or sold by straub. Either way they've held up perfectly through some abuse since 2014. Link bars are leagues above the plastic trays even the cheap ones
It's hard to find a good deal on a third gen. A rusted out car is inexpensive. Something in good condition would cost more than that Impala.
Just picked up what appears to be a rust free 82 Coupe. 119 000 kms on the odometer. V6 disassembled.
$750.
Now this is a car that's a decent swap candidate.
Turbo it and you can finally go 8’s at that altitude
I can appreciate that sentiment but truth is, at least at the moment, 8's aren't even a twinkle in my eye.
Now a solid 10 second car, in full street trim, would help get rid of those pesky late model Camaros and Mustangs. And Mopars (or whatever they're called these days).
Hell, I'd even settle for low 11's...
NA I should add.
01-11-2018, 11:28 PM
