LQ4 with LM7 cylinder heads
02-05-2018, 08:32 AM
#21
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That's a gigantic cam for a big truck! I hope you are ready to be disappointed with the losses your going to see on the low end.
I was really interested to hear how the stock 4.8/5.3 heads would work on the 6.0 let us know before you go and ruin it with that donkey dick!
I was really interested to hear how the stock 4.8/5.3 heads would work on the 6.0 let us know before you go and ruin it with that donkey dick!
02-05-2018, 09:00 AM
#22
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LMAO, that cam will be good with the heads and a 4000 stall in the 6.0 I wont be changing the setup till march, theres a race in mexico this month on the 25th that i will be attending with the current setup. Hopefully i can get it tuned today. I can tell a huge difference in part throttle acceleration already with the new heads.
I'm planning to do a budget "TORQUE PIG" build for my 2.73 geared car and I'm thinking an LQ with some stock 706's will be the way to do it!
I'd really like to see a dyno graph of your setup to see what affect, if any the smaller intake valve has on the power curve. I would think that the potential increases in intake velocity along with the increase in compression should provide some sizeable gains bellow 5000rpm
02-05-2018, 09:03 AM
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that's what I want to hear!
I'm planning to do a budget "TORQUE PIG" build for my 2.73 geared car and I'm thinking an LQ with some stock 706's will be the way to do it!
I'd really like to see a dyno graph of your setup to see what affect, if any the smaller intake valve has on the power curve. I would think that the potential increases in intake velocity along with the increase in compression should provide some sizeable gains bellow 5000rpm
I'm planning to do a budget "TORQUE PIG" build for my 2.73 geared car and I'm thinking an LQ with some stock 706's will be the way to do it!
I'd really like to see a dyno graph of your setup to see what affect, if any the smaller intake valve has on the power curve. I would think that the potential increases in intake velocity along with the increase in compression should provide some sizeable gains bellow 5000rpm
02-05-2018, 09:32 AM
#24
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do you have a any track times or #s to compare it to?
02-05-2018, 11:54 AM
#25
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never been to the track either. my 3.73's, 4l80e and 33" tires dont shift out of first till about 70mph. I basically built the truck to run about 300' in 4lo.
02-05-2018, 01:35 PM
#26
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if it really feels better with that setup you might be on to something. I wish I could fine someone who's done this and had it on a dyno
02-05-2018, 04:21 PM
#28
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well the super Chevy test proved that the best stock heads for a 5.3 are the 862-706 heads. I'd just really like to see the same test on a 4"+ bore. I have to wonder if people are wasting their money on bigger valves on the milder builds.
02-05-2018, 08:53 PM
#30
The straight and skinny of it is the 862/706s work great, as intended, on a smaller displacement engine. Port them, add bigger stock valves, and they will work great on more potent combinations - instant gains from the small chamber too. I wish I had done some CNC'd truck heads - versus the 243/799s I got - for compression bump alone.
Ported (https://www.texas-speed.com/p-4345-p...-outright.aspx), the truck castings flow about as well as a stock BBC rectangle port head (http://www.hotrod.com/articles/ccrp-...ig-block-test/) - how is that not enough for most hotted up street cars? Other than being able to name drop about expensive max effort speed parts...
02-06-2018, 12:08 PM
#32
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Show us a time slip too !
02-06-2018, 03:12 PM
#33
Ill attach a dyno sheet from before my slowhawk tune with new exhaust, fuel pump, and fast white injectors. I don’t remember the numbers or where I put the sheets. Also, here is a slip with a 150 N2o shot. I don’t have any slips around from running na. I been running N2o for a couple years now. I was on the right and I can post a video of that run if you want. I have since run faster ets btw.
Last edited by DMarts10; 02-06-2018 at 04:42 PM.
02-06-2018, 10:21 PM
#35
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that's great results for such a mild setup! It's hard to read the numbers on dyno graph from the picture you posted but thank you for taking the time to post them, what rpm does that torque peak at it? It looks really low! I'm wondering how that would work with a little bit less cam duration and an even tighter converter? Stealthy Smooth idling torque pig that can just blast off idle is what I'm after!
02-07-2018, 07:17 AM
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I got it retuned last night, although my idc was at 119% AFR was spot on so we ran with it. ive got some L92 injectors were going to swap in with a hotwire kit on the fuel pump this weekend. But the truck feels great, I can feel the added power. I know i need a stall converter and more gear to help it move in 2/4hi but in 4lo it felt beast. I have 4 28" slicks from my old truck but i dont think this truck will need them for the track so ill just throw some stock 16's on with a 27-28" tire and make a few passes at the track soon. I really want to have my stock converter restalled to a 2800 but i think i should just save the $150 for a real converter. I wish i could have had some 2" intake valves installed but couldnt find anyone willing to do it under $500.
02-10-2018, 04:45 PM
#37
For a lot of street engines, yes they are. Especially with all the fancy aftermarket promises associated with big names.
The straight and skinny of it is the 862/706s work great, as intended, on a smaller displacement engine. Port them, add bigger stock valves, and they will work great on more potent combinations - instant gains from the small chamber too. I wish I had done some CNC'd truck heads - versus the 243/799s I got - for compression bump alone.
Ported (https://www.texas-speed.com/p-4345-p...-outright.aspx), the truck castings flow about as well as a stock BBC rectangle port head (http://www.hotrod.com/articles/ccrp-...ig-block-test/) - how is that not enough for most hotted up street cars? Other than being able to name drop about expensive max effort speed parts...
The straight and skinny of it is the 862/706s work great, as intended, on a smaller displacement engine. Port them, add bigger stock valves, and they will work great on more potent combinations - instant gains from the small chamber too. I wish I had done some CNC'd truck heads - versus the 243/799s I got - for compression bump alone.
Ported (https://www.texas-speed.com/p-4345-p...-outright.aspx), the truck castings flow about as well as a stock BBC rectangle port head (http://www.hotrod.com/articles/ccrp-...ig-block-test/) - how is that not enough for most hotted up street cars? Other than being able to name drop about expensive max effort speed parts...
02-12-2018, 07:58 AM
#39
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Went to the dirt track yesterday, truck felt way stronger. But then on the way home i lost oil pressure. So im debating now if i should throw a crank in the LQ4 or build a gen 3 5.3 with flat top pistons and good rods.
02-17-2018, 07:50 AM
#40
Venom, what cam are you running with the 5.3 heads, stock?
I think a stock cam is good to about 5500 rpms, does it pull all the way to 5500 or does it feel it kinda levels off?
We have an lq4 and are thinking of ditching the 317s for either 241s or 706 heads in this daily ws6 car. Maybe add a small cam but the bump in compression should make it run decent.
I think a stock cam is good to about 5500 rpms, does it pull all the way to 5500 or does it feel it kinda levels off?
We have an lq4 and are thinking of ditching the 317s for either 241s or 706 heads in this daily ws6 car. Maybe add a small cam but the bump in compression should make it run decent.