BRAAP

Just repeating what Doc and John C. already said. These nicks have no ill effect on the parts functionality. This ding on the rod parting surface is an issue that is easily remedied. With the cap removed and the alignment dowels removed from the cap, place the machined parting surface on a flat stone and carefully work it “flat” to rid of any high spots on the machined parting surface. If you are not comfortable with that, pretty much any regular or automotive machine shop can do that for you. The piston is serviceable as well. Just need to be sure the ring is free in the land. As Doc mentioned, an old piston ring works wonders for shaving down the tight spots. Just as with the rod parting surface, if you don’t feel comfortable with doing that yourself, a performance oriented automotive machine shop can.

Pete, Funny you mention that. I just posted this regarding the LSx VVT being adapted to the traditional SBC... http://forums.hybridz.org/showthread.php?t=143053

Thought I'd throw this out here even if it's only for conversation sake. In researching LSx power plants for my next HybridZ, I ran across a couple tid-bits on GM's usage of Variable Valve Timing (VVT) on at least 4 of the current production LSx engines, the 6.0L LY6, L76, LFA, and the 6.2L L92, (heard somewhere that a 5.3 now uses this as well?) Gains to be had are more than just slight, more details on that in this thread; http://forums.hybridz.org/showthread.php?t=143050 So the thought entered my mind that maybe some of you entrepreneur types might be interested in adapting this technology to the traditional SBC. Not sure how feasible it is in reality, I would think it could be adapted from the LSx to the traditional SBC with some creative engineering/fab work?! Maybe even the SBF and Mopars as well?

The more I read about the VVT on the LSx the more excited I get. Comp cams has released a few cams and phase limiter kit for the VVT LSx and Mast Motorsports have been tinkering on the tuning side with the VVT L-92 6.2L. Here is the GM VVT actuator; Mast Motorsports has been tinkering with the VVT a bit on their dyno with some very credible returns justifying the value of VVT, even in a single cam application. Full story here; http://www.ls1tech.com/forums/generation-iv-internal-engine/714881-gm-gen-iv-vvt-performance-gains.html Quick recap with dyno figures… Cam stationary at full advance overlaid with VVT. Note the drop in torque up top with the cam stationary in the advanced position. Courtesy of MastMotorsports Cam stationary at full retard overlaid with VVT. Note the lack of torque down low with cam stationary. Courtesy of MastMotorsports

Mike, Thank you again for the info. Shipping fee sounds like a good price for a part that may or may not fit the trans I don't have yet. Having the shifter in hand just may help determine which trans I need get for the LSx Z-32 project... PM me the shipping charges and I'll PayPal.

This is a Whale Tail...

LSx cam tease… I felt it wouldn’t be fair to just have this info sitting here in my catalog rack and not share it with the best bunch of car guys in the world! (please excuse the crudeness of the presentation of these pages. It was quick and easy.) Received our latest Comp Cams flyer with their new LSx cam line up a few weeks ago. For me, the most exciting part is Comps head-down-charging approach into taking advantage of the VVT option as used on the current LY6, L76, LFA and the 6.2L L92 engines. For those not familiar, GM is now incorporating VVT, yes Variable Valve Timing, (technically it is Variable CAM Timing) into the LSx! GM has designed a “cam phaser” that attaches to/"is the" cam gear, and “phases” the cam to the crankshaft during operation! Also heard a rumor that the Thumper series cams offer big peak torque figures at the expense of narrower power-band, which according to the rumors should also appeal to the autocross crowd, (more torque coming out of corners). As we finally get our web site loaded, we will be offering these cams... Courtesy of Comp Cams and my parts supplier.

The internally oiled camshaft was introduced in ’77, some reports have said it was actually at some point during the ’76 model year run?!?!? At any rate, yes, the 260-Z cam will require a spray bar. Don’t be discouraged al is not lost. All you need is a set of cam towers from a '70-'76 L-6 and an L-6 spray bar from that same year spread. ALL L-series cam towers are swappable on ALL L-series heads. My preference when swapping cam towers from one head to another is to keep towers as a matched set and numbered 1-5 front to back and install them back in the same station they were removed. If you are wanting to use the N/A cam for a Turbo application, the L-26 cam is not necessarily the hot ticket, but a more common earlier N/"A" cam is… Hope that helps, Paul

This should help regarding the Z-32 igniter; Z-32 ignition wiring diagram, pin out, etc. http://www.300zx-twinturbo.com/cgi-bin/manual.cgi?list=efec&dir=&config=&refresh=&direction=forward&scale=0&cycle=off&slide=118&design=default&total=190 Not sure what your price range is, but I did find these; On eBay, a set of 8 GM truck coils, 2 of which are broke, = 6 good ones! current bid is $76; http://cgi.ebay.com/ebaymotors/LS1-LS2-LS3-5-7L-6-0L-6-2L-CORVETTE-Ignition-coil-packs_W0QQcmdZViewItemQQ_trkparmsZ72Q3a1205Q7c66Q3a2Q7c65Q3a12Q7c39Q3a1Q7c240Q3a1318Q7c301Q3a1Q7c293Q3a1Q7c294Q3a50QQ_trksidZp3286Q2ec0Q2em14QQhashZitem180317761592QQitemZ180317761592QQptZMotorsQ5fCarQ5fTruckQ5fPartsQ5fAccessories#ht_500wt_1478 Z-06 coils, $122, free shipping! (reserve not met yet) http://cgi.ebay.com/ebaymotors/LS1-LS2-LS6-LS7-Ignition-Coil-Packs-Corvette-Z06-Camaro_W0QQcmdZViewItemQQ_trkparmsZ72Q3a1205Q7c66Q3a2Q7c65Q3a12Q7c39Q3a1Q7c240Q3a1318Q7c301Q3a0Q7c293Q3a1Q7c294Q3a50QQ_trksidZp3286Q2ec0Q2em14QQhashZitem260340722483QQitemZ260340722483QQptZMotorsQ5fCarQ5fTruckQ5fPartsQ5fAccessories#ht_500wt_1478

Possibly, how much?

So are the trans cases between the F-body and the GTO the same physically, difference being the removable shift lever? After reading a bit more, it appears the difference is in the shift lever only.

I'm be very VERY interested in hearing more about that conversion... NCchris, No, I wasn't aware of that swap. Thank you for the link. Definitely an inspirational conversion. GORGEOUS car, so clean! Love those wheels! I'm not a fan of rear mount turbos either. By page 7 it looks as though he has changed his mind and moved the turbos back up front! Thank you for sharing.

Yeeup!

It sure looks like a 3 coils on top of the body/frame,i.e. wasted spark. My guess is the High Tension leads for the 1-6, 2-5, 3-4 pairings are strategically routed in the plastic body/frame. Do you know if the igniters are built into the coils or is it just the coils and it utilizes a separate ignition module such as the Ford EDIS-x arrangement?

Yes, the uber hilarious, famous Nemesis video. Been posted a few times, still WAY funny...

Found this, not sure of its accuracy. Courtesy Stan Weiss

Parroting everyone else here, SUSPENSION!

Have you heard of “Google”? It is this really cool service, (get this, it's even FREE!), that will automatically scour pretty much ALL web sites on the internet looking for key words you input into the main window box. An incredibly powerful, yet highly underutilized tool in today’s online society. Myself, I have found it to be quite useful for such tech topics as car stuff, locating the nearest StarBucks, finding pictures of famous TV characters such as Master Sergeant, Hans Georg Schultz. At any rate, here is the web address. http://www.google.com A good tip would be to bookmark it into your favorites folder as it can be used more than once and for pretty much any topic, phrase or single word that pops into your mind. Once you get to the main page, just copy and paste the title of this thread into that window/box and click the button that says “SEARCH”. I tried just that and found an incredible wealth of multiple sources covering this exact topic. Just to be sure those sources were real and accurate, containing actual info related to your question, I opened up a few and found those sources to be pertinent and some even went quite in-depth with specific details on this topic such as the differences, similarities, dyno tests and flow test, etc on the LS1 vs LS2 intakes, even the LS6 and FAST intakes as well. I realize you didn’t mention the FAST or LS6 intakes, just consider that a bonus. Best of luck in your Googling…

Latest update. Weather! I’m sure most of you have seen or heard about the snow/freezing rain the Pacific Northwest was blasted with, so not really much of any progress other than removing the LM7 from the engine bay so my father could eye ball it. I am very VERY much leaning towards the LSx. The LSx is such an incredibly wonderfully designed power-plant. One of the easiest to maintain/disassemble power plants I have had the pleasure to turn wrench on. Its architecture, from an engineering perspective, is pure genius! The simplistic approach to its design lending itself to easy maintenance, incredible performance, etc. I’m not ruling out the VH45DE as an option, but after removing it form the Q-ship, stripping it down, etc, it is a very VERY complex power-plant and especially compared to the LSx, maintenance and parts accessibility was not very high up on the design criteria and its aftermarket support is not as diverse. For what a set of after-market camshafts will cost for the VH45DE, I could purchase a used 6L LQ4 engine AND an aftermarket camshaft for it! The LSx is so much more plentiful than the VH45DE, considerably more aftermarket support, and if I can get one installed as essentially a bolt in without having to cut the firewall, I think there is a market for a basic LS-x Z-32 Hybrid kit. The VH45DE has the all-Nissan-V-8 WOW factor going for it, can fit with modifying the cross member and an adapter plate for the Z-32 5 speed, (no shifter, speedo or driveline issues to deal with) but will still need a custom intake to fit under the stock hood.

Mike, Thank you for the info and link. This is for a Z-32 that I really REALLY want to install a 6L LQ4 in without cutting into the firewall! Short version is I need in the neighborhood of 31”-36” from the bell-housing/block mating surface to shifter C/L, depending on which oil pan I go with. Not sure if I can modify a rear sump pan enough to work or have to move the engine even further forward and use the GTO front sump pan. I have a complete 5.3 LM7 engine with the truck pan, a 2000 Vette LS1 short block with the bat wing pan in the shop, and in transit right now, a scrap F-body pan to cut up and hopefully make fit. At any rate, that is my ball park figure after mocking up a Gen I SBC and the 5.3 in my Z-32 parts car. More details with mock up pics here; http://forums.hybridz.org/showthread.php?t=142025 Any ideas/suggestions would be greatly appreciated.

Regarding LSx T-56 trans, I have read where the GTO T-56 shifter is further rearward than the F-body T-56. Question is, what is the exact dimension from the bellhousing/engine block mating surface, to the shifter centerline with the shift lever in nuetral. Measurement taken to be square to the bellhousing mating surface, along the plane of input/output shaft. Also, what options are available commercially to offset the shifter even further rearward, i.e. dog leg shifter, modified shifter rail, etc?

Welcome to HybridZ. Posted in the LSx forum, I think you answered your own question.

Mark, Not sure what "part" you are referring to with the description of "Secondary Air Valve". My EFI terminology is getting rusty The only air valves I am aware of on the N/A L-28 are; 1) Air Flow regulator, (allows for increased idle speed when started cold). 2) Throttle Valve, (self explanatory). 3) BCDD, attached to the bottom of the throttle body on early cars, bottom of intake manifold on later cars, used for emissions purposes during deceleration 4) Idle speed control valve. Early cars this was cast integral on top of the throttle valve, later cars was remote mounted, bolted to the side of the intake manifold, used to adjust warm engine idle speed. 5) EGR Valve, (self explanatory). 6) ????

Happy Birthday stony. Got you by 2 months.