Hello guys this is my first post on here.. Woo hoo. Lol

i have a lq9 6.0 out of a escalade that im building. I need input on bolt ons and parts.

I want a nice street car but the power is there when nessacary

i will have stocked block with stock crank. Pretty much everything is all stock.

Cam:i wasnt trying to change the cam but my mechanic says since we there we might as well. So i want a nice choppy idle street cam. I was looking at torquer v2 & 228r.

Heads: I want to stick with the 317 heads

intake manifold: I have 2 options cause the truck intake wont fit in my gbody.. First is a ls6 intake with ported throttlebody and stock injectors for 600. Second is a fast 90 intake with fast throttlebody both are ported with fast 36lb injectors for 1000.

Headers: Ive been looking for headers but i cant find anything that will fit in a gbody with the ls motor

i know to change valve springs and push rods with the cam
will stock lifters and rockers work?

Sorry for all the questions but im clueless on what to get for my build.

Thanks in advance

 

Lq9 is a good foundation. What is your budget and how much power are you trying to make? $600 is way too much for the ls6 set up. Ls6intake is around $300 I would pay $400 at the most for injectors ported tb and ls6in. The fast for a grand aint too bad. Pros/cons? Do your research, I paid$850 for my fast 102in, $350 for my fast 92mm tb(and ported it myself) $350 for my fast 36Ib injectors $250 for my fast fuel rails and conections. all brand new! If your trying too make HP/Tq the 317 heads are good flowing but theres way better, a set of ported/milled 243 ls6 heads. If you want more power I would swap the heads 317 heads will drop your compression ratio and choke you up. Even ported 5.3 ported/milled heads would be a better route. Agains that route is spendy. For budget 6.0 I would go with a ls3 top end. Ls3/l92 heads and ls3 intake, big cam you can make close to 500 rwp. As far as cam size is it a daily driver or weeekend driver? Street or track? With cam swap your gonna need hardened pushrods, duel valve springs, oil pump, timing chain, I would swap the lifter out while your there(ls7 lifter would be perfect) gasket. Theres alot too it man

 

I'm also doing an oddball swap, so matching parts is somewhat of a challange. I'm building a track car; although power production is important, I think durability is even more important. I don't want to overhaul the engine after every race.

I havn't fully decided on the exhaust yet. I want to get the engine in place and then do a mock up to see what fits. The shortie and block hugger headers take up less space, but some of them are pretty low in the chassis; sometimes that works and sometimes it doesn't. I'v looked at a set of BBK shorties that I think I can work with; they exit much higher on the block. The power difference between short and long tube is minimal, and only at the top end of the power band.

For the cam, I'v decided to use the ASA cam. Reports are good for all around racing, and good throttle response above 4,000 rpm's or so. The low lift is easy on the valve train, but with a good pattern for torque. The wide LSA should make for an easy tune. That's the theory, anyway. I'm looking closely at Howards Cams version, too. Again, durability over ultimate performance. For now anyway.

When you start adding big duration cams with high lift, then you need dual and triple springs with high spring rates. It takes energy to move those springs up down. And you're adding more cost and chances for break down and component wear. The high lift cams also require a roller tip rocker - more cost. For all of that, you're gaining some power, mostly at the top end. Life's full of trade offs, you just have to decide what you want most.

I'm a big fan of the behive type valve springs. So is GM, apparently. I get more rpm's with less spring pressure. The big advantage is that you get better valve stability with less springs pressure - that increases durability. Take a look at a cam catalog. Look at the springs they recommend for big cams. The spring rate for the bee hive is quite a bit lower. A side benifit is a lighter weight valve and keeper. Only important at upper rpm's, I think.

I picked up a good set of PAC beehive springs on a recent group buy. For a street car with a mild cam, I would not be afraid use the stock GM springs - new, of course.

Since I'm using a gentle cam, I plan on using stock rocker arms with a trunion upgrade, and stock LS7 lifters.

Since you're changing the springs, spend the money on the proper tools. A valve spring micrometer and shim kit are not that expensive.

 

I'm also doing a 6.0/ls3 top end but instead of ls7 lifters I'm going with btr slr lifters. They are a step up over the ls7 lifters and has a smoother operation. Also invest in a good timing chain. Katech , cloyes ...

 

Headers,, you didn't search hard enough.

http://www.brphotrods.com/

 

I'm running a 6.0 LQ9 as well with mods in sig. Fairly cheap combo, but it runs strong

 

my budget is around 2000. i want a street/weekend car i can cruise and have the power there when necessary. i found a torquer v2 cam for 275 i decided to go with. Im trying to decide on valve springs now. everyone on ebay selling the ls6 intakes for 400-600 like there made of gold. so its hard to find a reasonable one for a good price. i found one ls6 intake on ebay with fuel rail and injectors but its in kuwait and something tells me that it smells fishy. i figured normal ls1 headers would fit but i guessed wrong

 

Can i get 450rwhp by just changing cam to torquer v2, changing valve springs,ls6 intake with ported throttlebody , headers and a tune?

 

To be honest it's go be hard with those 317 heads. Be alot easier with a better head. Ls3 heads 243 heads etc....

 

It's not that hard to make power with the 317s. My turbo 408 made 435 rwhp with AI ported 317s, stock valves, tick custom cam and no turbo. That's at 9.4:1 compression too. Just have to clean them up a bit and maybe shave them down to bump the compression in your case.

The LS3 heads aren't a bad option but you wouldn't want to run a torquer because the durations are all wrong for them. You'll want a cam that hangs the exhaust valve open a lot longer to make up for the weak exhaust port they have. I would seriously consider calling Martin (Tick Performance) or one of the other custom cam guys if you decide to go that route.

As for the intake, have you considered a 4bbl carb style intake like the Vic Jr or Super Vic with a 4bbl throttlebody? I love my Vic Jr (just wish the F body didn't require hacking the cowl so much).

 

^^^That's easily did with a 408. What 408 don't make great power.... just saying

 

Wouldn't be hard to do with a 6.0. Especially with more compression and a proper NA cam.

I was actually expecting a little more out of mine all things considered but it just doesn't have enough compression to fill the cylinders by itself. The low end torque is nice though.

 

so i got the torquer v2 cam with upgraded springs. do i have to replace lifters and pushrods also?

 

Your Lq9 has almost 10.5 to 1 compression, and makes good power in stock trim, no need to change the heads AT ALL. The truck intake WILL fit under your g-body hood, and pacesetter f-body headers fit with minor modding. Drivers side brake line reroute and minor passenger side massaging. That cam with the correct springs and Yes pushrods, headers, cai and a good tune will be impressive AND inexpensive. Whatever Trans you're using add a matched torque converter and .... SMOKE ..... In almost ALL gears

 

Thanks for your reply
thats exactly what im looking to do? is there a major difference in performance between ls6 intake and stock lq9 Intake? my main concern was not fitting in the car. I have a 2 inch cowl hood also. If there really isnt a big difference then ill stay with the truck Intake.

 

OK GUYS im having a hard problem deciding between the Torquer V2 cam and the HOWARDS # 190245-12 cam.

Howard Cam= 222/225 .561/.578

Torquer V2 Cam= 232/234 .595/.598