Lq4 head ?s
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Teching In
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From: Iowa
Lq4 head ?s I am in the middle of rebuilding a lq4 for my 64 corvette. I have everything for the short block. Went with upgraded bolts and bearings. Keeping stock pistons and rods that I had the machine shop clean and check. I got a brute speed blower cam. My prob now is not shure what to do about heads. I have 317 heads that I could reuse with some new springs or if I should upgrade to ls3 heads. I plan to use a vortech supercharger. I know that the better flowing heads will have better gains with less boost but I will have to spend a fortune to switch everything over. I want as much hp with as little money as possible(Just like everyone else!) How much is gained vs. how much its going to cost? Thanks and I hope these aren't dumb questions.
The 317s are a large chamber low compression version of the 243/799 that are a HUGE favorite with NA builds. Are you looking to get rid of the 317s because they are truck parts, or is it that you believe in flowbenches as the ultimate test of a head?
You sound like money wise you want to use the 317s but are deeply misguided in thinking that is a compromise.
You sound like money wise you want to use the 317s but are deeply misguided in thinking that is a compromise.
We installed this very same cam with 8.4 psi of ProCharger boost in an 08 Corvette LS3, and made 700 rwhp on a Mustang Chassis Dyno with 18 degrees of timing/11.5 AFR above 5000 rpm. He had Kooks headers and a good exhaust system on his car. You won't get near to this power level with the 317 heads. Will it remain reliable is the big question, but the customer told us he never shifted above 5000 rpm. Bob
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Thread Starter
Teching In
Joined: Jan 2014
Posts: 35
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From: Iowa
We installed this very same cam with 8.4 psi of ProCharger boost in an 08 Corvette LS3, and made 700 rwhp on a Mustang Chassis Dyno with 18 degrees of timing/11.5 AFR above 5000 rpm. He had Kooks headers and a good exhaust system on his car. You won't get near to this power level with the 317 heads. Will it remain reliable is the big question, but the customer told us he never shifted above 5000 rpm. Bob
This is what you told me in a email. So what do I need? Ls3 heads, intake, and larger,maybe 80lb injectors. My compression is lower than ls3 but I thought it was better for boost. I will admit I am new to this stuff. I have rebuilt a motor with one arm after a case of beer but I am no expert.
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ATI ProCharger and Moser Sales 260 672-2076
PM's disabled, please e-mail me
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Thread Starter
Teching In
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From: Iowa
Sorry to be a pain Bob So just so I know exactly what I need. The recipe to get my Vette moving would be... LS3 Heads? You said I need the intake so thats on my list and the injectors. What about the compression? If I got the flat tops how much more gain would it be or is this a bad idea. I am working on bum budget but if something is worth it I will just have to have patience and save for it. I hope I am not being a pain in your but. I just dont know enough to make educated choices with parts. This is my project. I did test run and dropped the body on the frame. [IMG]
[/IMG]
[/IMG] Stock pistons and rods? I'd keep the 317s.
If you wanted to run forged goodies down the line, I'd swap over to an LS3 intake and a carb style manifold with the boost. GMPP or Super Victor EFI for the LS3 heads.
If you wanted to run forged goodies down the line, I'd swap over to an LS3 intake and a carb style manifold with the boost. GMPP or Super Victor EFI for the LS3 heads.
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Teching In
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From: Iowa
Do I even need forged pistons with lowish boost? I have did some research and from what I find people use factory pistons with no problems. They are dish pistons though and not sure if flat tops would be better. Flat tops would increase Compression so not sure if this would work with boost. The corvette that Bob worked on I am sure is factory with flat tops and higher compression than what I have.
