Kermit

I am building a basic stock version of the LQ4 with the exception of adding the LS6 heads that are p&p. I want to know what cam to run in my vehicle since it is an automatic. I really don't want to change the converter if I don't have to. This is my daily drive so I don't want a super high compression engine and don't want the thing to idle like a model T. I would estimate that if I went with the LS6 cam I would probably be at about 400HP since the set-up would be similar to the LS6 since it will have the LS6 heads.

Any help from the cam experts here on LS1Tech is appreciated!

jrp

iTrader: (16)

what "vehicle" is this and are you using an OEM lq4 shortblock or building upon a 6.0 block? using an lq4 shortblock, unmilled ls6 heads, and stock 6.0 gasket i come up with 9.8CR.

my advice is get a bigger stall, run the ls6 heads milled to bring compression up, and a 224 114-ish cam. plus all the applicable bolt ons; headers, intake, catback, ect.

Kermit

I am putting the motor in my 2004 Chevy SSR. I am building it out of a new short block LQ4 motor. What stall would you suggest for a daily driver?

JZ'sTA

iTrader: (23)

I highly agree.
I really like the 224/228 581/589 114 cam as well for everyday driving.
Stall would be very streetable up to 3600 for most people, if you want to be on the safe side go somewhere between 3000-3500.
Those trucks are real heavy, defentially want to add some compression and power. I would also mill the heads down, and it will really help to wake the motor up.

Kermit

Who makes a cam with these specs...i.e. any off the shelf cams fit this profile? Would a Trailbalzer converter work for this application. I have read that the I6 Trailblazer converter would have a stall of about 2800. Should I go with LQ4 pistons and the LS6 heads with a p&p or the LQ9 pistons and the stock 6l heads with a mill and a p&p?

This is my first late model hop-up and I am more familiar with muscle cars of the past! Thanks to everyone willing to help!

jrp

iTrader: (16)

what is your budget?

Kermit

My budget is low. What comes to mind?

jrp

iTrader: (16)

6.0 block
stock crank
LQ9 rods and pistons (flat top)
317 6.0 heads unmilled .020 (~10.5 CR)
stock .060 MLS gasket
TR224 114
3200 stall
along with the usual host of bolt ons.

or throw in stock LQ4 and throw a magnason on it

Kermit

How about this:

6.0 block
stock crank
LQ4 rods and pistons
LS6 heads unmilled .020 (~10.5 CR)
stock .060 MLS gasket
02 LS6 Cam
2800 stall
Truck Intake and headers

jrp

iTrader: (16)

oops, i meant milled .020

the ls6 heads are nice but honestly the 317 6.0 heads fit your build up better IMO. stock for stock the 317's flow a bit better from .100 to .400, then the ls6 heads out flow them. if your talking ported, the ls6 heads will be better but when its said and done figure over 2k for a set of true 243 castings. ported 317's can be had for a lot less.

the ls6 cam is nice, but not best suited in your application, again, IMO. the z06 which the ls6 cam and heads come from is a good package but keep in mind gains are only really seen from 4000 - 6500, and the curb weight is 31xxlbs. your SSR i'd wager is in the 4xxxlbs range. what you need is torque to get that bus moving.

the lq9 rods are a bit beefier then the lq4's from what i recall and the pistons are flat top which will help get compression up, thats why i recommended. im gonna revise my cam recommendation and say look at comp 212/218's, 216/220, ect. and check out the crane/VHP line of accelerated lift cams and rockers. seems to me your power band is 1500 - 5000 and this is more of a daily drive and cruiser then anything else.

Kermit

How much would I have to mill the head of the LQ4 to get a similar compression ratio to placing the LS6 head on with the LQ4 pistions?

Is it possible and would the pistons have to be cut for the valves?

jrp

iTrader: (16)

to achieve ~ 10.5 with an lq4 shortblock you'd need to mill .050 and run a .040 gasket. the lq4 pistons have an ~8.6cc dish. thats not a route i would go.

Pachuco SCT

I have an lq4 I want to do a little build on. I was thinking 243 heads millled to 62cc, tbss intake, short tubes with 3 in exhaust (due to ca laws&#129325 with cutouts tho, and a btr 227/234 cam. You think I'll have any issues

RB04Av

What vehicle? What transmission? What gears? What converter? What usage? What potential "issues" are you concerned about (would like to avoid)?

Che70velle

iTrader: (6)

In before GAtsma gets here...

Pachuco SCT

94 obs with a 4l80e, 3.73 with I was thing a 3200 stall... Daily/street with *****... I'm concerned with clearance!!

G Atsma

Actually beat ya here. The poster he quoted was here last year. MAYBE he might check in.... LOL

RB04Av

A cam won't cause too many clearance issues, depending on how much the truck is lowered. But other things would become an issue first like the oil pan.

The cam you posted is for light cars with LOTS of gear and high compression. You have a HEAVY vehicle with daily-driver gears (assuming even stock tire size), and will end up with moderate compression. Not a good match.

I'd stick with something in the 216°/220° kind of range. The "Stage 3 truck" kind of deal. They're aimed at situations like yours.

Pachuco SCT

When​ isay clearance issues I was reffering to to like ptv. My trucc is at a 7/10 drop rn. Thinking about a 4 link cantilever bag setup. I also read that about the cam I wanted being for a lighter car an not optimal for my application. After I was thinking the tsp stage 3 216/220 112lsa high lift version might be a good choice. Is there any differences between the high lift and the other one,performance wise?

RB04Av

Oh that... skewzzz me.

PTV problems have to do with duration more than anything else. THINK: max lift occurs when the piston is roughly halfway down the bore. The ONLY time during the engine cycle that it's an issue, is when the piston is near TDC. Cams that hold the exh open REAL late, or open the int REAL early, can cause problems, because then you have a valve significantly open and a piston near the top. Otherwise, not a problem.

Yes that TSP "Stage 3 truck" is pretty much exactly what I had in mind.

Yes. The high-lift will outrun the low-lift, every time. Especially if the heads have been opened up to take advantage of it, such that the valve opening is The Bottleneck, and the extra lift overcomes it. Only thing is, it requires ALOT better valve springs, and ALOT more attention to detail in setting up the valve train. That last .050" of lift is a killer if you're not careful.