Budget LQ4 as planned, will I reach my goal?
11-02-2011, 02:09 PM
#1
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Budget LQ4 as planned, will I reach my goal? My initial plans for an LQ4 build went awry a while back when I suddenly decided I didn't trust the engine I have.
Well.. I'm gonna keep pushing forward on this, but I wanted to lay my build out here on the table and makes sure it's gonna be in the range I want.
Objective would be 400-450WHP on a street driver. ATM that would be via stock 60 and stock 10 bolt. (yea I know...) Eventually.. an 80e perhaps.
anyway here's the specs:
Stock Lq4 bottom end, stock pistons, rods, crank. Engine is rebuilt, so it's bored 20 over.
L92 heads with .600 springs
Stock LS3 intake
Stock TB
Cam TSP 229/236 .624"/615"
I don't have injectors "picked out" an this is all theoretical so far because all I have at the moment is the Lq4 block. Now is the time to make changes.
will this get within range of my targeted goal? If not, what changes need to be made?
Well.. I'm gonna keep pushing forward on this, but I wanted to lay my build out here on the table and makes sure it's gonna be in the range I want.
Objective would be 400-450WHP on a street driver. ATM that would be via stock 60 and stock 10 bolt. (yea I know...) Eventually.. an 80e perhaps.
anyway here's the specs:
Stock Lq4 bottom end, stock pistons, rods, crank. Engine is rebuilt, so it's bored 20 over.
L92 heads with .600 springs
Stock LS3 intake
Stock TB
Cam TSP 229/236 .624"/615"
I don't have injectors "picked out" an this is all theoretical so far because all I have at the moment is the Lq4 block. Now is the time to make changes.
will this get within range of my targeted goal? If not, what changes need to be made?
11-03-2011, 06:44 PM
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The .600 springs wont hold that cam with .624/.615 lift and are they stock oversized pistons with that .20 over bore? you should hit around 400 maybe 420rwhp once you have everything figured out
11-03-2011, 07:07 PM
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Sounds good.
I know TSP sells a "stage 2.5" L92 head, I think it's ported, not entirely sure the difference TBH. The one I was looking at was at scoggin dickey, but if I'm close to the mark, I'll want to upgrade a bit then.
Yea, the pistons appear to be stock dished oversized pistons. The engine was a jasper engines rebiuld, I called them and spoke with them on the bore specs, .20 is what they told me.
I know TSP sells a "stage 2.5" L92 head, I think it's ported, not entirely sure the difference TBH. The one I was looking at was at scoggin dickey, but if I'm close to the mark, I'll want to upgrade a bit then.
Yea, the pistons appear to be stock dished oversized pistons. The engine was a jasper engines rebiuld, I called them and spoke with them on the bore specs, .20 is what they told me.
11-08-2011, 09:07 PM
#5
Because its a 368" w/dished pistons I'd suggest staying cathedral port. Look
for either 243 or 799 castings then have a valvejob, PSI maxlife beehives, and
mill .030" to get your compression from 9.5 to about 10.7. Then Texas Speed
can hook you up with a 233/239 cam, new pushrods, LS2 timing chain, and
new oil-pump O-ring. This combo properly tuned with an LS6 intake should
get you close to 420-425 rwhp and make great streetable torque.
for either 243 or 799 castings then have a valvejob, PSI maxlife beehives, and
mill .030" to get your compression from 9.5 to about 10.7. Then Texas Speed
can hook you up with a 233/239 cam, new pushrods, LS2 timing chain, and
new oil-pump O-ring. This combo properly tuned with an LS6 intake should
get you close to 420-425 rwhp and make great streetable torque.
11-09-2011, 04:57 AM
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Any particular reason why cathedral ports vs L92s? Cost is the same really, though the ls3 style intake will require some adapters and things for the throttle body ($50-100.. not substantial)
