LQ4 Cam options
03-17-2013, 05:27 PM
#41
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Hmm yeah that does make sense. Would I have to worry about ptv clearance with this setup with 040 gaskets? Where is the best place and brand for head gaskets?
03-18-2013, 05:09 PM
#42
I would be led to believe that since the engine is going .020" over that you're using aftermarket pistons correct?
If so you would have not one issue in the world with P to V. In that case as well, if you are using aftermarket pistons I would mill the heads AND use a thinner gasket to get compression as high as possible for the fuel you'll be using.
I like using the thinner gasket for what 96caprice mentioned. Improved quench and the engine will actually use less timing to make more power from the added efficiency the tighter quench will bring with it.
If so you would have not one issue in the world with P to V. In that case as well, if you are using aftermarket pistons I would mill the heads AND use a thinner gasket to get compression as high as possible for the fuel you'll be using.
I like using the thinner gasket for what 96caprice mentioned. Improved quench and the engine will actually use less timing to make more power from the added efficiency the tighter quench will bring with it.
03-18-2013, 08:52 PM
#43
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I would be led to believe that since the engine is going .020" over that you're using aftermarket pistons correct?
If so you would have not one issue in the world with P to V. In that case as well, if you are using aftermarket pistons I would mill the heads AND use a thinner gasket to get compression as high as possible for the fuel you'll be using.
I like using the thinner gasket for what 96caprice mentioned. Improved quench and the engine will actually use less timing to make more power from the added efficiency the tighter quench will bring with it.
If so you would have not one issue in the world with P to V. In that case as well, if you are using aftermarket pistons I would mill the heads AND use a thinner gasket to get compression as high as possible for the fuel you'll be using.
I like using the thinner gasket for what 96caprice mentioned. Improved quench and the engine will actually use less timing to make more power from the added efficiency the tighter quench will bring with it.
03-18-2013, 09:29 PM
#45
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03-18-2013, 09:43 PM
#47
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03-19-2013, 11:12 AM
#49
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03-19-2013, 12:54 PM
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03-19-2013, 07:18 PM
#55
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I already have the pistons and the cylinders bored, just waiting on bearings to get here hopefully next week. So I guess assemble, then check PTV clearances to see how much I can get milled off the heads?
03-20-2013, 06:42 PM
#57
TECH Apprentice
What valvebody is in the that 200-4r?
Is is a CZ(monte ss), BR(turbo buick), AA(lame *** caddy trans),or ???
The reason I ask is that the shift points are controlled by the gov. tied to the speedo gear, and with all but the Monte SS valvebody,and gov. they are going to shift around 5500 rpm at WOT, the Monte trans may extend that to 5800-6000 if you are lucky.
So unless you are going full manual valve body, with a constant pressure TV system, you will want something that can give some power down low,and isn't making it's power where the trans will only let it get to in high gear.
If the transmission is going retain the automatic shifts,and if the shifts will happen before the cam can make its power, you will be disappointed.
The D5 will handle all that LQ can throw at it, but only in NA form. You don't have to worry about breaking it, I cut a 1.55 60 foot(@3650 lbs) in my buick with a stock D5 and a little spray helping the stock turbo. It was a torque monster spraying that little turbo V6.
So keep in mind the shift points on that transmission, when you look at a NA cams.
Is is a CZ(monte ss), BR(turbo buick), AA(lame *** caddy trans),or ???
The reason I ask is that the shift points are controlled by the gov. tied to the speedo gear, and with all but the Monte SS valvebody,and gov. they are going to shift around 5500 rpm at WOT, the Monte trans may extend that to 5800-6000 if you are lucky.
So unless you are going full manual valve body, with a constant pressure TV system, you will want something that can give some power down low,and isn't making it's power where the trans will only let it get to in high gear.
If the transmission is going retain the automatic shifts,and if the shifts will happen before the cam can make its power, you will be disappointed.
The D5 will handle all that LQ can throw at it, but only in NA form. You don't have to worry about breaking it, I cut a 1.55 60 foot(@3650 lbs) in my buick with a stock D5 and a little spray helping the stock turbo. It was a torque monster spraying that little turbo V6.
So keep in mind the shift points on that transmission, when you look at a NA cams.
03-20-2013, 07:12 PM
#58
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What valvebody is in the that 200-4r?
Is is a CZ(monte ss), BR(turbo buick), AA(lame *** caddy trans),or ???
The reason I ask is that the shift points are controlled by the gov. tied to the speedo gear, and with all but the Monte SS valvebody,and gov. they are going to shift around 5500 rpm at WOT, the Monte trans may extend that to 5800-6000 if you are lucky.
So unless you are going full manual valve body, with a constant pressure TV system, you will want something that can give some power down low,and isn't making it's power where the trans will only let it get to in high gear.
If the transmission is going retain the automatic shifts,and if the shifts will happen before the cam can make its power, you will be disappointed.
The D5 will handle all that LQ can throw at it, but only in NA form. You don't have to worry about breaking it, I cut a 1.55 60 foot(@3650 lbs) in my buick with a stock D5 and a little spray helping the stock turbo. It was a torque monster spraying that little turbo V6.
So keep in mind the shift points on that transmission, when you look at a NA cams.
Is is a CZ(monte ss), BR(turbo buick), AA(lame *** caddy trans),or ???
The reason I ask is that the shift points are controlled by the gov. tied to the speedo gear, and with all but the Monte SS valvebody,and gov. they are going to shift around 5500 rpm at WOT, the Monte trans may extend that to 5800-6000 if you are lucky.
So unless you are going full manual valve body, with a constant pressure TV system, you will want something that can give some power down low,and isn't making it's power where the trans will only let it get to in high gear.
If the transmission is going retain the automatic shifts,and if the shifts will happen before the cam can make its power, you will be disappointed.
The D5 will handle all that LQ can throw at it, but only in NA form. You don't have to worry about breaking it, I cut a 1.55 60 foot(@3650 lbs) in my buick with a stock D5 and a little spray helping the stock turbo. It was a torque monster spraying that little turbo V6.
So keep in mind the shift points on that transmission, when you look at a NA cams.
