.060 on iron block LQ4/9?
Thread Starter
Joined: Jan 2007
Posts: 11,941
Likes: 33
From: Conroe, Texas
.060 on iron block LQ4/9? Just see allot of .060 over slugs for sale and i didnt think the LQ4/ block would take that, am i completely wrong or will they do street duty after that much id removed from the cylinders?
My old GEN Is i used to build would go .080 but they had some meat in the blocks cylinder area.
My old GEN Is i used to build would go .080 but they had some meat in the blocks cylinder area.
Teching In
Joined: Apr 2011
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I'd say your safe. The manufactures wouldn't sell them if they were a liability.
I would go smaller if you have the choice, or have any future plans for the block, after 0.060" most people junk blocks for street applications.
I would go smaller if you have the choice, or have any future plans for the block, after 0.060" most people junk blocks for street applications.
Thread Starter
Joined: Jan 2007
Posts: 11,941
Likes: 33
From: Conroe, Texas
Probably like the old Gen I sbc then, pre 86, they had core shift issues, perhaps the Gen iii/IV do as well on some blocks on a given day of casting. I figured they would go .060 but seeing so many sell .060 and even .065 slugs I was pretty much without a doubt, I like STD bore if I have a choice.
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Staging Lane
Joined: Oct 2006
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Can you share the sonic test results? I only went .005 over on my 400,000 mile block for future overbores and you could still see the cross hatch in the cylinders. The block cleaned up perfectly @ .005 over
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Core shift in a sand casted SBC, sure. But the '01-up LQs, never. Lost foam had a few issues, but the pre-'01s should be avoided anyway. By '01, all the LSx casting was SPM, which means NO core shift, ever.
The rings may be lower tension than the SBC, but you're giving that too much credit. Most of it has to go to the PFI. Look how the TBI engines tripled the bore life with no change of iron or rings. Then TPI, then the LTx, then the Vortec, then the LSx. Ever more precise fuel control, ever less bore wear.
Excess fuel washes the oil off the cylinder walls, and that's when wear happens.
The LQ has plenty of iron for a 4.080" bore at the stock 345 HP level. The more HP you want, the less the overbore should be.
The rings may be lower tension than the SBC, but you're giving that too much credit. Most of it has to go to the PFI. Look how the TBI engines tripled the bore life with no change of iron or rings. Then TPI, then the LTx, then the Vortec, then the LSx. Ever more precise fuel control, ever less bore wear.
Excess fuel washes the oil off the cylinder walls, and that's when wear happens.
The LQ has plenty of iron for a 4.080" bore at the stock 345 HP level. The more HP you want, the less the overbore should be.
I have an iron 5.3 with a pretty hellacious ridge. But its only a carbon ridge. Its got close to 200k on it tho. The rings were fried cause the entire crank case and rocker arm area on the heads is covered in a layer of carbon.
