Making the change...LS into 94 Camaro
Making the change...LS into 94 Camaro Hey guys, its been a long road for the Camaro. I bought the car in 2004 as a black v6 with a blown head gasket. Over the next year or so, I swapped in a carb'd 383 and T56. Finally sold that motor/trans last week and picked up a 2001 Z28, 6speed for cheap. Body is a bit rough and the rings were supposedly bad on the engine. 
Currently in the processing of pulling the engine/trans. I plan on parting the rest of the car out.
Waiting for the transplant:
Stripping the engine bay. Will be prepping for paint soon:
I also scored this for cheap about a month ago:
2000 LQ4 with higher miles
Options:
1. Rebuild the LS1 and save the LQ4 for a later 408 build. Reuse stock rods/crank and buy a nice set of heads and cam.
2. Rebuild the 6.0 using stock crank/rods and sell the LS1 to fund the rebuild. Run another heads/cam setup.
3. Build the 408 and wait an unknown amount of time to spend an unknown amount more $ for an unknown amount of additional hp? Sell the LS1 to fund the build.
A few questions....Looks like the LS6 intake has an additional line running to it (not the fuel feed). I'm assuming this is just using vacuum to pull the fumes out of the exhaust tank. Do I need to keep this when reinstalling the engine or can I remove it?
Since I currently have the BMR sbc k-member (and for the sake of keeping it), I was wondering if there were additional pedestals that would bolt up to the LS1. If not, I debated having the plate cut off and another welded in its place that would bolt right up to the ls1. Here is the SBC pedestal:
The LQ4 came with a larger MAF than the ls1. I believe the LS1 is 75mm and the LQ4 is 85mm. Correct me if i'm wrong. Any benefit to converting to the LQ4 MAF?
Last question for today. Anyone running the speed pro hypereutectic pistons with the moly rings? Can pick up a set of pistons for $200 through summit and rings for $100. Seems like a good deal. I ran the same pistons in my 383 and never had any issues. Thoughts?
Thanks!
Currently in the processing of pulling the engine/trans. I plan on parting the rest of the car out.
Waiting for the transplant:
Stripping the engine bay. Will be prepping for paint soon:
I also scored this for cheap about a month ago:
2000 LQ4 with higher miles
Options:
1. Rebuild the LS1 and save the LQ4 for a later 408 build. Reuse stock rods/crank and buy a nice set of heads and cam.
2. Rebuild the 6.0 using stock crank/rods and sell the LS1 to fund the rebuild. Run another heads/cam setup.
3. Build the 408 and wait an unknown amount of time to spend an unknown amount more $ for an unknown amount of additional hp? Sell the LS1 to fund the build.
A few questions....Looks like the LS6 intake has an additional line running to it (not the fuel feed). I'm assuming this is just using vacuum to pull the fumes out of the exhaust tank. Do I need to keep this when reinstalling the engine or can I remove it?
Since I currently have the BMR sbc k-member (and for the sake of keeping it), I was wondering if there were additional pedestals that would bolt up to the LS1. If not, I debated having the plate cut off and another welded in its place that would bolt right up to the ls1. Here is the SBC pedestal:
The LQ4 came with a larger MAF than the ls1. I believe the LS1 is 75mm and the LQ4 is 85mm. Correct me if i'm wrong. Any benefit to converting to the LQ4 MAF?
Last question for today. Anyone running the speed pro hypereutectic pistons with the moly rings? Can pick up a set of pistons for $200 through summit and rings for $100. Seems like a good deal. I ran the same pistons in my 383 and never had any issues. Thoughts?
Thanks!
Last edited by Strokinit383; Sep 21, 2010 at 09:09 PM.
Well, looks like I'll be going with the 408.
Anyone know whether I need to use the fuel line mentioned above? How about the LQ4 maf conversion...can I just buy the adapter and plug it in?
Thanks
Anyone know whether I need to use the fuel line mentioned above? How about the LQ4 maf conversion...can I just buy the adapter and plug it in?
Thanks
