1998 Camaro with Lq9
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1998 Camaro with Lq9 Hello everyone. I come from the muscle car and traditional SBC world.
Im building a 98 camaro that has a 3.8 V6 in it. Car is only a fun street car. Im hoping to build it to run high to mid 12's N/A. It will not see the track hardly at all.
I have a Lq9 that was going in my truck, but now the 98 that I picked up.
Right now, we just want to put a car intake on it with long tubes and swap out the cam with a tune. I dont know what is realistic for that combo. We would like 430 to 450 horse between 5500 and 6000. Would like it to have a nice chop to it, but not radical and eat up alot of fuel. This is our goals.
We will have to get a tranny for it and was thinking about using the six cylinder stall converter. Not opposed to getting another stall though.
Not sure what the gears are, but it will need to have a posi.
Here is what we have looked at. We have looked at the Texas Speed 224R and their BFD cam as they call it. I also have spoken to Chris Straub about his GTA cam. Would any of this be a good choice for me? Opinions?
Most seem to say put a 3500 stall in there.
The stock compression is 10 to 1 with the 317 head. What GM head could be go to that would be better? Do we need to even do that?
Let me know what you think about the combo so far and what suggest.
Im building a 98 camaro that has a 3.8 V6 in it. Car is only a fun street car. Im hoping to build it to run high to mid 12's N/A. It will not see the track hardly at all.
I have a Lq9 that was going in my truck, but now the 98 that I picked up.
Right now, we just want to put a car intake on it with long tubes and swap out the cam with a tune. I dont know what is realistic for that combo. We would like 430 to 450 horse between 5500 and 6000. Would like it to have a nice chop to it, but not radical and eat up alot of fuel. This is our goals.
We will have to get a tranny for it and was thinking about using the six cylinder stall converter. Not opposed to getting another stall though.
Not sure what the gears are, but it will need to have a posi.
Here is what we have looked at. We have looked at the Texas Speed 224R and their BFD cam as they call it. I also have spoken to Chris Straub about his GTA cam. Would any of this be a good choice for me? Opinions?
Most seem to say put a 3500 stall in there.
The stock compression is 10 to 1 with the 317 head. What GM head could be go to that would be better? Do we need to even do that?
Let me know what you think about the combo so far and what suggest.
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On The Tree
Joined: Feb 2009
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A stock LQ9 with the right trans and rear could get you 12s NA all day every day. I have a 99 Camaro V-6 car I'm converting over that will be running on E85 and I'm shooting for 10's. There's a lot needed to make the swap over from V-6 to V-8 and many will say that it's not worth the effort unless you have a donor car.
I have a z28 that has a jacked up title that I will be getting parts from.
I have to get a engine harness, but the v6 car was chewed by a squirrels. I also have to get a tranny. I have the rearend out of the Z28 too.
What is the right trans and rear for 12's on a stock Lq9? Its only 345 horses.
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If you have an Fbody V-8 car then your off to a good start. Does it still have the k-member or are you going aftermarket? I have an LQ9/4l80E in the 03 Silverado crew cab and it hauls pretty good for being such a heavy truck but with some weight reduction on the fbody and that driveline in stock form I'm certain it could break 12's so with the cam choices you mentioned and a decent stall you should be there no problem. Probably get it done with a 4L60E too but yeah you'll need the correct engine harness for the engine/trans combination. I've already removed over 65lbs from the engine bay and there's about a 100lb penalty for going to the iron block. From what I've learned so far the rack-n-pinions are different, the radiator is different and the wiring for the alternator is different which my plans are to keep the alt. up top instead of down low. Panning on relocating the battery to the rear as well as I'm trying to get as much weight of the nose as I can.
I havent heard about any of those issues.
If you have an Fbody V-8 car then your off to a good start. Does it still have the k-member or are you going aftermarket? I have an LQ9/4l80E in the 03 Silverado crew cab and it hauls pretty good for being such a heavy truck but with some weight reduction on the fbody and that driveline in stock form I'm certain it could break 12's so with the cam choices you mentioned and a decent stall you should be there no problem. Probably get it done with a 4L60E too but yeah you'll need the correct engine harness for the engine/trans combination. I've already removed over 65lbs from the engine bay and there's about a 100lb penalty for going to the iron block. From what I've learned so far the rack-n-pinions are different, the radiator is different and the wiring for the alternator is different which my plans are to keep the alt. up top instead of down low. Panning on relocating the battery to the rear as well as I'm trying to get as much weight of the nose as I can.
