what about the other LS series engines?

Post by **OutToWinPAHC** » Tue Oct 30, 2007 11:45 am

VVT, what engine uses VVT? Maybe something new thats on its way out, but none that I have heard of.

Not a fan of VVT at all

Post by **drewhenderson13** » Fri Nov 02, 2007 4:14 am

actually i believe its on its way in. either teh newest ones have it or their coming out with it soon.

Post by **WDRacing** » Tue Nov 06, 2007 2:19 pm

Great thread...lots of good info. Whats the market value of the LQ these days? They were $1200 for the motor alone a few months back, but that was from an engine depot.

WD

Post by **ca18datsun510** » Sat Nov 24, 2007 9:51 pm

no one mentioned the fwd all aluminum 5.3.

ls3 i think they are called?

from the monte's and such.

Post by **hannibal** » Sun Nov 25, 2007 7:40 am

^ those are LS4's. The 2008 C6 has the LS3...

I believe the Trailblazer had the only aluminum 5.3 truck motor. And the Trailblazer SS has an LS2. I read the intake manifolds are interchangable, but the truck intakes are TALL.

Theres a new 6.2 L aluminum motor in the newest Escalade...

Post by **MrPresidentQ45** » Sun Nov 25, 2007 9:59 am

The main issue you'll run into with the smaller LQ motors is head selection due to dore size, though most of the LS1 stuff fits. If you go LQ and not a 6.0, try for a 5.3 as it appears to be the most common (in my area anyway). I'm sure someone will notice, but as I've said in other threads, the 6.2 heads are available from GMPP and if you check the flow numbers, they are the best bang for the buck this side of an aftermaket ported head. The downside is, they only fit the 4.0 inch bore 6.0 and 6.2 motors. I just checked and there's an LQ4 on ebay for 1,700, motor only (no trans). The LQ4 is the low compression motor, the LQ9 is 10:1. Search LQ4 in Wikipedia and you'll get a ton of specs.

Post by **drewhenderson13** » Tue Nov 27, 2007 1:01 pm

another issue is the front accesories. they for sure wont fit under the hood of anything but the trucks. you have to us f-body or similar accesories to fit them in a car.

Post by **Shift_Kouki** » Sun Dec 02, 2007 11:37 pm

MrPresidentQ45 wrote:The main issue you'll run into with the smaller LQ motors is head selection due to dore size, though most of the LS1 stuff fits. If you go LQ and not a 6.0, try for a 5.3 as it appears to be the most common (in my area anyway). I'm sure someone will notice, but as I've said in other threads, the 6.2 heads are available from GMPP and if you check the flow numbers, they are the best bang for the buck this side of an aftermaket ported head. The downside is, they only fit the 4.0 inch bore 6.0 and 6.2 motors. I just checked and there's an LQ4 on ebay for 1,700, motor only (no trans). The LQ4 is the low compression motor, the LQ9 is 10:1. Search LQ4 in Wikipedia and you'll get a ton of specs.

Some of the HP numbers when those GMPP heads are dropped onto 6.0 motors are freaking nuts, especially when given a nice cam and supporting valve train upgrades.

Like 550 wheel HP right out of the box. For no power adders, and not boring / stroking the motor... its the best bolt on I've ever heard of.

Post by **Toshima** » Thu Dec 13, 2007 6:21 pm

I found a 1998 5.7L Vortec L31 block, and a ls1 head. Will this work? Everything bolting up. Becase I read that the L31 is the last production Generation I small-block. But can I still use Ls parts on it?

Post by **WDRacing** » Fri Dec 14, 2007 6:22 am

Post by **drewhenderson13** » Tue Dec 18, 2007 7:28 pm

the ls engines in the trucks were called vortecs but im not sure why, i dont think the head design is really vortec. the heads are the only thing that make a gen 1 a vortech btw. i believe it has to do with offset valves that suposidly swirl the air/fuel... anyway, the ls vortecs are not the same as the gen 1 vortecs. as far as i know there is nothing interchangible between the two at all.

Post by **Joe** » Tue Dec 18, 2007 8:35 pm

cnichols wrote:
There is no variable valve timing. I think you're referring to displacement on demand.

actually he is kinda right just off a generation.

the Ls3 and L92 engines (5th gen) have variable valve timing via the use of a cam phaser.

Post by **cnichols** » Thu Dec 20, 2007 5:57 pm

Yeah, I found it after I posted...but didn't bother to change it because he annoys me and I'm lazy.

Post by **Bmxandcars** » Thu Dec 27, 2007 11:56 am

Can an lsx computer be used for a manual transmission swap on these engines? Truck injector sizes? or do you need an car intake? etc.

what about the other LS series engines?

Re: (drewhenderson13)

Re: (OutToWinPAHC)

Re: (ca18datsun510)

Re: (hannibal)

Re: (MrPresidentQ45)

Re: (MrPresidentQ45)

Re: (Shift_Kouki)

Re: (Toshima)

Re: (Toshima)

Re: (cnichols)

Re: (cnichols)

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