Hello all.

I am a newby on LS1tech. I have a 91 GMC Syclone with 165K miles on the original engine and trans. The trans has been on its last leg for 2 years now, but the engine is still running strong. I decided that a twin turbo LQ4 will be a great addition to the truck while keeping it AWD.

My goal is 800-1000 AWHP on pump gas/methenol and also be a turn key driver with AC and PS. The turbos of choice are T04E 60-1 P trim with .81 a/r turbine housings (already have). Right now I am waiting on the engine and trans to arrive before I start the engine build up. Rods/pistons/cams/heads/head studs/intake manifold/dampener are some of the parts in the build plan.

So what I'd like to discuss is Heads and cam. What is the best bang for the buck for my engine package? The stock heads on the LQ4 are the aluminum 317's which I hear lift once you get past 7-800 RWHP which would be lower on an AWD set up. Ive been on summits site looking at Edelbrock heads which look pretty nice for the money. I also know there are some AFR heads that work well as well.

People say its a difficult swap, but I am willing to commit. My background is fabrication, machining and TIG welding. Also here is a picture of my shop truck!

Bryan Nickell

 

first off good luck... It can be done and done well but with a turbo ls transplant in a tight awd s10 is asking alot...

 

You forgot the picture of the shop truck.

 

Good luck on the build, and post up some pictures!

 

L92 heads are pretty good on NA 6.0's. Not sure what they do to compression ratio's though. Your LQ4 is lower compression than a LQ9 so that's a good start. Maybe do some research on the L92's to see how far, if any it is pushing compression up.

 

I will need a little bit of luck! Here is an old pic of the truck when I got it in April of 2006.

 

Get a 2005+ motor for the LS2 rods which are stronger. The rods are the weak link.

If you can set it up for e85... that would be the ticket. Methanol injection at the minimum on top of pump gas.

 

Its a 2002 throttle by cable engine. E85 is just a headache to find here local. Closest place to get E85 is around 25 miles. I am looking for 93/meth combo.

When the time comes to do the rods and pistons, I'll forge the engine. But for now the engine needs to get here, then figure out the intake manifold/injector rails.

 

Well last week the engine and transmission showed up. Started to take all the BS off and fitted some of the aftermarket goodies.

Today the intake manifold, rails, injectors and LSA manifolds showed up. The LSA manifolds look nice! Much larger manifold runners than the truck manifolds not to mension brand new vs. old and rusty truck manifolds.

Bryan

 

can i have your old motor?

 

lol. I will keep the engine and trans until I know there isn't a brick wall doing the conversion. The engine in the truck is still in good shape, just has an oil leak on the turbo oil drain. Its got 165K miles on it.

 

That Edelbrock doesn't look too bad. I'm sure we could sand that off and re polish it. In your other topic "Truck manis won't work in a sy/ty or s-dime. Gotta use 10+ Camaro manis if you want to stay with stock manis." Looks like the other manifolds were a good buy.

 

I have the heads now off the block. Everything looks nice in there. No bad pistons or anything damaged in the valve area. Plugs look nice with no signs of detonation (Rotary guy here lol).

This weekend I plan on pulling the rotating assembly out. I want to send it off to get it balanced. At what RPM or power point is it smart to get an ATI super damper?

If people are getting 1K out of the stock pully, that would be great, but if there is risk in having it then the Super damper is a must. Thanks for the help guys.

 

Good luck with the build, quick question.....at what point does the transfer case reach its breaking point?

 

T-case, somewhere around 500-700hp I believe, but there are some aftermarket options to make it more robust.

 

they will require a good bit of modification on the drivers side to fit around the steering shaft,also the heater box will need a section removed and boxed back in to clear the pass cylinder head
there are 8 sec trucks with the stock t-case,mine has over 15k miles at the 779 rwhp level and it has performed flawlessly

see above response,there is no need for an aftermarket unit they are very strong in the stock form

 

I have a friend who installed an ls motor with twin turbos in a typhoon(same drive train right?). He used a BS3 and adapted a 4l80 to the AWD It turned out KILLER.... It was bone stock and set to 6psi when I rode in it. Lets just say it was VERY impressive. He has a wealth of knowledge and pitfalls on this install. I think the pan was very custom if I remember right. If you would like to talk to him let me know as he is not on this website.

 

This all started when I showed him a video of the first one you guys did. Going with the Syclone first since it's in worse shape drive train wise. Already kicking around the idea of a 5.3 setup in his Typhoon. It will all depend on how the first one goes.

 

Thanks for all your help and opinions! I know this conversion will take some time but I think I'll have the same money in doing the 6.0/4L80 instead of the built 4.3 with 700R4.

Motor mount brackets came in yesterday from RPM. Milidon LSX-S10-4WD oil pan came in last week along with the pick up tube.

Yeah the vid of the green Ty coming off the converter smoking all fours was better than sex! Well, maybe for a little while .

 

Here is the pics of the engine with the heads off.

By the way I drive my Syclone and Typhoon like an old man so I emagine that the T-case will be alright. I'll probably tune the engine up to 18 psi, but it will more than likely stay at 8-10 psi. It probably won't see much WOT or tracktime with stickies.