LS1BADZ

iTrader: (5)

How well matched would an lq4 with l92 heads and dual plane intake be? Do the l92 heads only have an advantage up top similair to a vic jr intake?

speedtigger

iTrader: (16)

NewSchool72 has that combo and it is making steam. Just depends on what you are up to.

newschool72

iTrader: (12)

Those heads will make great power with the dual plane, and do it off idle to 7K with the right cam. My compression is higher than yours at 10.7 and I have the 4.065 bore, but Im convinced the same principal would apply. My cam specs are 220-230 at .050 on a 108+4 and the lift is .629-.629. You will need good springs because the ramps are kinda steep, but its well worth it, IMO. Great TQ as soon as you touch the pedal and pulls hard to 7000rpms. Unless you are planning to pump the compression up, I would probably take a few degrees off the duration. You need good dynamic compression to get the TQ in early. You could go bigger on the cam and it would make great power, but it would kill the low end and would probably have to spin up around 4500-5k before it opened up and got happy.
If you have any questions, feel free to PM me or ask on here. Good luck!

EastTnZ28

iTrader: (20)

This is what im trying to build if I can find a set of L92 or LS3 for less than the farm. You said you are .065 over. What pistons did you put back in and do you remember the thickness of your head gasket? Flat top, dished, or fly cut? Im gonna go with a cam just a little bigger than yours but my car is gonna be very light weight. But now that I look at it your cam is almost spot on.

newschool72

iTrader: (12)

Its a stock LS3 long block with the cam and intake. Never had a head off of it.

EastTnZ28

iTrader: (20)

Oh ok. I thought they were 4.00 bore. Well maybe you can help me with my build. Ive got a LQ4 and im gonna do LS3 or L92 heads milled around .030. Havent done the math on where that gets me but im shooting for 10.5 or 10.7 to 1. Im gonna try and go as big as I can with my cam and be usable. Probably gonna us automatic but Im not sure on a cam yet. I guess my question is, Do you have any idea what kind of power this setup would make and can you help me pick a cam. I hate calling guys cause im crazy busy during the day and they have like 2 minutes to talk about it and say this should work.
Im building a frame for my project so converter and rear gears havent been bought yet. And its 90% street driven.

newschool72

iTrader: (12)

What are you going to do with the car? What does it weigh? What do you mean by usable on the cam size? You said 90% street car. That's the big thing, everyone has their own idea of "street able". Mine acts like a stocker till you get into it. Putts along at 1700rpms with the converter locked, up hill and you don't even have to give it more gas to go. Great torque right off idle. Its probably a lot more street able than most of the streetable cars on here. Is that what you want to do? Or are you looking for a Pro Stock idle and not worried about anything under 4000rpms? Do you need good vacuum?

EastTnZ28

iTrader: (20)

Duh. 6.2 = 4.065. Ive been practicing my numbers.

EastTnZ28

iTrader: (20)

Main thing is vacuum for brakes. Im wanting pro stock idle. Its just a toy. But their is a few mustangs around here that needs a reality check. 2400 with driver.

Doug G

LQ4 and LS3 heads here... heads shaved .050 for some compression. (every .006=1cc )
23X/24X @ .050 cam with a 110 LSA....pistons needed fly-cut !
11" of vacuum.
As for the heads.... I went with new ones from ScrogginDicky with the 650 lift springs already installed. For the price of used ones and new springs/locks/retainers, and a machine shop to give them a once over.....you're right at/near the same price....mine were on sale $1000 shipped Vs. used for $600 and a spring kit at $500+ W/ parts....LOOK AROUND

stock....https://sdparts.com/details/gm-facto...parts/12629063
Just need to ask about the spring upgrade

EastTnZ28

iTrader: (20)

Those heads are almost $1400 before shipping at SDPC. You got a deal. I got a set treed on here that im trying to work a deal on right now. Did you cut your own pistons or have it done? Is that the biggest you would go with your cam? Would any bigger be useless with our cubes?

LS1BADZ

iTrader: (5)

I'd like to run the l92 heads milled .030 to bump up the compression of the lq4 and run something like a 224/230 .600" on a 108 and rather not fly cut. Not sure if I'd need to.

EastTnZ28

iTrader: (20)

You would probably be fine with that. I have a LQ4 with .030 317 heads with a cam a little bigger than that and my PTV is fine.

bitterman

I'd suggest paying for someone to spec a cam like Patrick G or Geoff at EPS.

My cam for my ly6 in my nova is a 222/234 111+4 lift .597/.612 if memory serves me... darn I wish would get my car back form the body shop to hear it run!

Bruce

EastTnZ28

iTrader: (20)

Yeah Martin at Tick specd my last one. Probably gonna give him a call. Im not sure if its as big as he thought was necessary but it sounds pretty docile to me. Truck runs good but the next one I build I want to **** off the neighbors every time I come and go.

fast89stang

iTrader: (2)

Ly6 here with l92s. Stock shortblock, I notched pistons. Car weighs 2965 and went 6.34. Its going faster this year. My power brakes are great.

89gmcs15

iTrader: (7)

Ive got a 6.0 lq9 with un touched ls3 heads, ls3 head gaskets, 234/250 .621/.629 112+4 victor jr and 1-7/8 lt's. Ran 7.388 @ 96.51 1.78 60' in a 3150-3200~# pickup on 10.8-11.0:1 afr and 29* timing with a th400 3200 stall and 3.73 gears on a >24" tire bfg radial.

I flycut .080" and had .100 intake and .120 exhaust clearance. Idles good and makes solid flat torque from 3300 to 6400 rpm.

Doug G

Deal ? maybe...but was on sale
My short block was from a truck with no oil pressure...#3 cam bearing shot. So I had the motor rebuilt stock with ARP rod bolts, had them shave the heads, assemble and check PTV and fly-cut if needed (it was).
The motor I copied was a low 10's / high 9's car. Shooting for mid 10's being I'm 500-600# heavier. Only time will tell.

newschool72

iTrader: (12)

Maybe East Tenn should go with a single plane. It sounds like the build is tailored more for that than the dual plane. With a 2400lbs race weight, TQ wont be an issue. The dual would step the TQ up down low and that's not what is needed with this build. Let Martin spec you something out for a Vic Jr and haul a$$.
To the OP, I think you are on the right track with the 224/230 on a 108. That should get you where you want to be with the dual plane. Don't be afraid to go smaller on the cam than even that. You need a super tight cam to get the L92s /dual plane to come alive down low. Don't be afraid that the engine will run out of steam up top, because those big heads will carry the cam above the TQ peak. With those big heads, a long cam isn't needed to flow air. You can tailor the cam for the low end power you want, and let the heads do the rest. One thing to consider, you are calling the heads L92s.Are they L92s with stock valves? If so you either need to run down some LS3 valves or go with a mild lobe. The L92 valves are HEAVY and it will be near impossible to control an aggressive cam lobe. Go with the lighter LS3 valves and push that lift up over 600. Its HP in the bank ,with no penalty on the TQ you want. You might have to change springs more often, like every 10K miles, but how may of us actually put that kind of mileage on our toys. Even if you do, 300 bucks every couple years isn't an expensive up keep, IMO. You probably spend that much on oil in 2 years!

EastTnZ28

iTrader: (20)

Heres what im running now. LQ4 317's milled .030 with single plane intake 233/240 .618-.589 109 750DP. My truck weighs 2700 with me and fuel. I guess I need to race it a couple times before I decide on cam but im steeping up to LS3 heads this time and im wanting to go bigger with the cam. Probably gonna have to cut the pistons but that wouldn't be a problem. Ill call Martin today and see what he says. Ill let yall know what he says.