Building 6.0 lq9
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From: H-TOWN TEXAS BABY
Building 6.0 lq9 I'm new here so sorry for any issues with the post. I bought a 6.0 block and am wanting to build it for about 450 horse similar ft lbs and put it in a 1978 c10 but i am also trying to keep the cost as low as possible where I can. I am going to stay carbureted and simple. I keep hearing that ls6 heads are good, but I have no idea what cam, lifters, springs, ect to get. I am pretty clueless when it comes to valve train calculations. I also need recommendations on crack, rods, pistons. (I've heard that the stock internals are fine) ANY HELP IS GREATLY APPRECIATED.
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You can get there with some good port work on the LS6 heads or a set of aftermarket heads. The stock LQ9 rotating assembly is up to the task and have the good gen4 floating rods. Camshaft will be limited to converter stall size in a automatic trans and piston to valve clearance with the LQ9 flat top piston without flycutting for valve reliefs... but you can get to your power goal without flycutting. Springs will match camshaft lift and lifter choice comes down to budget ($100ish to $425 for drop in type lifters).
You'll need a MSD control box to handle the spark if going with a carburetor. You'll need a free flowing exhaust with 1-7/8" primary long tube headers. I'm pretty sure Speed Engineering makes conversion headers for your square body truck. Bottom line... cylinder head choice will dictate other parts like camshaft choice.
You'll need a MSD control box to handle the spark if going with a carburetor. You'll need a free flowing exhaust with 1-7/8" primary long tube headers. I'm pretty sure Speed Engineering makes conversion headers for your square body truck. Bottom line... cylinder head choice will dictate other parts like camshaft choice.
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I am in the middle of building 6.0 myself and im doing a 4.030 bore and 4.125 stroke with a set of mast ls7 265 heads I am wanting to do a carb on it also due to being a older car and not having the efi stuff. Have any of you ran those heads before and what is your guys thoughts on the 4.125 stroke.
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From: H-TOWN TEXAS BABY
You can get there with some good port work on the LS6 heads or a set of aftermarket heads. The stock LQ9 rotating assembly is up to the task and have the good gen4 floating rods. Camshaft will be limited to converter stall size in a automatic trans and piston to valve clearance with the LQ9 flat top piston without flycutting for valve reliefs... but you can get to your power goal without flycutting. Springs will match camshaft lift and lifter choice comes down to budget ($100ish to $425 for drop in type lifters).
You'll need a MSD control box to handle the spark if going with a carburetor. You'll need a free flowing exhaust with 1-7/8" primary long tube headers. I'm pretty sure Speed Engineering makes conversion headers for your square body truck. Bottom line... cylinder head choice will dictate other parts like camshaft choice.
You'll need a MSD control box to handle the spark if going with a carburetor. You'll need a free flowing exhaust with 1-7/8" primary long tube headers. I'm pretty sure Speed Engineering makes conversion headers for your square body truck. Bottom line... cylinder head choice will dictate other parts like camshaft choice.
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From: H-TOWN TEXAS BABY
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An LS3 is a 6.2L 430HP, non VVT/non AFM, Gen IV Corvette/Camaro engine.
Google GM LS V8 engine and read the Wikipedia article that should show up in the results for a quick refresher on what is what in the LS world.
Google GM LS V8 engine and read the Wikipedia article that should show up in the results for a quick refresher on what is what in the LS world.
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The LQ9 is a Gen III cast iron block 6.0 with higher compression than the LQ4. The two are extremely similar except for compression. The LQ9 came in Escalades and the higher performance Vortec Max and HO versions of 1500 series trucks.
Gen III engines were the first LS engines out starting in 1997, Gen IV took their place in 06-07.
Gen I and II were the old small blocks from 1955 to 2000.
Gen III engines were the first LS engines out starting in 1997, Gen IV took their place in 06-07.
Gen I and II were the old small blocks from 1955 to 2000.
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From: H-TOWN TEXAS BABY
Technically the LQ9 and other GM engines that came in the trucks are called "Vortec" engines. The LQ9/LQ4 6.0's are called Vortec 6000 engines. The Vortec 5700 is the non LS small block 5.7 350 Chevrolet/GMC engine. The Vortec 4300 is the 4.3 V6 engine. The automotive community branded all the GEN3 & GEN4 engines whether it's the aluminum block car engines or iron block truck engines "LS" for simplicity.
The LQ9 is the first of the high output engines that would later be referred to as “VortecMAX” that came with flat top pistons for higher compression and floating wrist pins. If you got the electronics as well, the coil packs will be the desired “round with square heat sink” that came stock on these high output engines. Keep those. I think it’s kind of silly to carb convert these, but if you’re dead set on it, use the MSD LS conversion ignition box, it utilizes the stock sensors and coils and is fairly plug-n-play.
