zangiefisgod
-
Posts
55 -
Joined
-
Last visited
Content Type
Profiles
Forums
Blogs
Events
Gallery
Downloads
Store
Posts posted by zangiefisgod
-
-
I am sure 'ideal' will vary from person to person. It all depends on your goals and primary purpose(s) for the car.
For example, I think my cam is ideal for my 6.0 (see sig). I don't daily-drive the car (but I could if I so desired). As far as my 'ideal' intake I would lean toward the new Edelbrock Pro-Flo XT manifold, but most guys (especially S30 guys wanting to retain the stock flat hood) would prob favor the GM LS6 intake manifold or maybe even a FAST intake manifold.
Right now I am still running the stock truck intake and apart from being ugly as sin, it gets the job done.
By 'ideal' I meant that I want as much bang for my buck as possible without PTV clearance issues. Hood clearance is also a consideration, but not unless the manifold is significantly taller than OEM. The car will see roughly 1-2k miles per year and will be setup for 'street' use.
It would be great if LQ4/9 guys could chime in with something like, "I have an LQ4, with stock heads, an 'X' cam and 'Y' intake and made 'Z' rwhp."
-
The 317 aluminum heads found on the LQ4/LQ9 are far superior to any stock LS1 head (basically a LS6/LS2 head w/larger chambers), plus the larger bore of the 6.0 over the LS1 is better for valve unshrouding too.
I just took a look into comparing the 317 heads with the L92's:
http://www.ls1tech.com/forums/generation-iv-internal-engine/1046983-lq9-lq4-317-l92-heads-2.html
If I stay with the 317 heads, what would be the ideal intake & cam setup?
-
LQ4 is the way to go if youre looking to get the biggest bang from your buck IMO, it worked very swell for me, and another positive - I am turboing my car this winter, and with the stock 6.0 heads and rod bolts, its boost ready
Ah ha, the all mighty metal snail... yeah, those stock 71cc chambers are very boost friendly! Are you going with a twin setup or single?
-
So I jumped over to ls1tech.com to ask those fellas the same question. It became quite apparent that a stock-block LQ9 or LS1 can easily lay down 400+whp with correct heads, cam, exhaust and tune setup:
http://www.ls1tech.com/forums/generation-iii-internal-engine/1223479-poor-mans-ls2-five-grand.html
Now the question: is an LS1 a better starting platform or LQ9? The LS1 seems to have enough stock block/head potential to reach those power numbers, however the LQ9 boasts a .3 liter displacement advantage.
Anyone care to comment?
-
OK- so I've been doing some research on a SBC build in the $5k-ish range that will yield 400+whp. Some say LS1, some say LQ4/9, some say just muster up the extra cash and buy the LS2 - let's get a thread going on SBC builds that match/exceed these power numbers and were built on a budget.
-
Makes me want to keep the VG!!! Great welds BTW...
-
Is that a custom intake manifold?
-
The attached dyno sheet below is my traditional sbc with a peak of 12 lbs of boost. The turbos are capable of twice that much boost when it's time too turn it up. It also makes more than 500 rwhp at 3500 rpm so it has a little low end grunt too. This run is on methanol, but it also has an E85 and a gasoline tune too. Dip in graph at 90 mph is when the tires started spinning on the rollers.
I built an stroker LQ4 (402ci) combination last year with a set of bone stock L92 heads other than Manley valves. It is now in the 9's in a 3750 lb street driven 2000 Camaro. The heads are what does it for the combination. The L92/LS3 heads flow 330 cfm at 0.600 lift out of the box which surpassed a set of prepped SELF racing 23 degree heads that I have on my 427 sbc.
Sorry i got off topic! I also believe there is a certain desirability in sticking with the same brand engine as body and the RB26 sure looks right at home in an older Z car!
WOW. Great power numbers! Any feedback on a cost effective 500whp LQ setup? I would plan for a heads/cam/nitrous combo to get there intially; with future plans of a turbo configuration.
-
i've seen LS2+T56 combos with all the wiring and belts etc with 75-100K miles go for 3-4K on ebay you could probably get a good engine and tranny for 3- 3.5 k if you are patient. you should also call some junkyards/ pick n pulls in your area to see if there are any pontiac GTOs with undamaged engines with/ without t56 trannys.
I've had a hard time finding LS1's in that price range! I guess they go super fast when they are out there...
The LQ route may be an option as well. Any LQ9/4 guys wanna chime in with some setups??? I've seen some great deals on longblocks lately...
-
I disagree with you. watch the video in my sig. my engine would qualify for what you mentioned. overlay a 700whp v-8 with mine and there is a huge difference. But if the smaller motor setup is done correctly it will be in it peak HP and Torque range all the way down the track.
Now if you talking 15 MPH roll a NA motor will always get the jump on me but i will real them in pretty quick once the turbo spools ;>
Stony's motor is definitely beast. But, anyone out there care to compare a turbo SBC in the mix?
i.e., NRE 1650HP RX7, "The Sleeper Part 2" New!
-
For those who are interested, he is saying that they are r & d'ing for the ones with the most interest, so if you are interested, put a little input here and try to get this going along...
I really hope they come out with something soon for the Z32 - I had exchanged a few emails with these guys and they said that it is still in development (roughly 3-4 months ago). The swap kit for the s13/14 calls for some BFH work in and around the trans tunnel - I don't think they will get away with that on the Z32 though - definitely some cutting...
-
I JUST swapped heads on it, went to 5.3 truck heads with 2" intake valves, which bumps the comp to 11:1 instead of 9.2?:1
Bought the heads with machinework for 260 bucks.....
When I was small cam only (TSP 228R) and sanderson headers, I was hanging right beside ~124 trap cars...
Here is me runnin a 10.8 @ 126 trap GTO when I was cam only.
Nice man, t56 I take it? What kind of clutch/flywheel setup are you running with the power you're making?
-
I think you might be better off with a different starting platform.
Not to put too fine a point on it, but there are many lighter, stiffer chassis out there that'll take an LS1 with less effort than a Z32. And that's just within the Nissan family of cars.
You're free to rock on with your bad self, of course.
You're definitely right; there are many other platforms that accept the SBC much more easily than the Z32. However, personally, the reason I chose this platform is because the car has been in my family for 20 years and I purchased it for next to nothing. Secondly, I think the Z32 has one of the best body lines ever made and it's cool to see guys like Dan (dts300z) create successful swaps in this virtually unprecedented chassis.
-
Wow, you're gonna cut 800 pounds from the car? Where were you planning on finding that, exactly?
I have a 1990 non-turbo coupe with a manual trans. I believe this is the lightest chassis for the Z32. Without twin turbos, intercoolers, HICAS, leather, airbags, iron brake calipers, thicker rotors, etc - the curb weight is only in the 3,300 ballpark. I hope to reach 3,000 lbs by removing the HVAC and all related accessories, much of the interior, exhaust, stereo, cruise control, wiper & antenna assemblies, spare tire/jack, and going with lighter seats & suspension. Also considering the LS1 is roughly 100 lbs lighter than the VG30DE, I expect to see a 200 lb loss with the aforementioned items. Here's a great link showing where & how to shed extra L-B's: http://www.twinturbo.net/nissan/300zx/forums/technical/view/1065404/Weight-Reductions-101---Part-1-The-Basics.html
-
Some people need to slow down and think about ♥♥♥♥, seriously.
LQ4 6.0 Iron block LS motor weighs approx ~80 lbs more than an LS1, can be had for around 800 bucks for a LONGBLOCK... and have the displacement advantage.
Get an LQ4 - good cam and head package, rod bolts, and you will be SET for THOUSANDS cheaper than an LS1 or RB26 setup.
My LQ4 swapped heads and cam car is my DAILY DRIVER, and starts and runs SMOOTH EVERY DAY. - unless your JDUM at heart and just have to have that straight 6.
Hey Slammed68,
I was looking at the LQ4 blocks - what kind of heads are you running? Any power numbers?
PS: Good article on the engine specs - very detailed!
-
Hi Zangiefisgod,
Since you are considering these two swaps, how about telling us how you plan to use the car. This information will be helpful in determining which would be better for your intended purpose. Also, you seem to ahve a figure of 500rwhp in your mind for this project. Why did you choose this figure? I guess this again comes down to what the car will be used for.
Do you want a 10 second 1/4 mile car?
A weekend cruiser?
An autocross car?
A track day car?
A combination of them all?
The reason I bring this up is that you seem to be planning on doing this swap on a $5000 budget and it may be possible that you will be very happy with a 350RWHP car which can be achieved with a stock LS1. Many people get hung up on Building a Killer Motor when all they really want to do is own a cool car with an engine swap. many people also dream of 500RWHP and have never even driven a 500RWHP car.
As the owner of an LS1 powered Z car, I know that in the beginning planning stages of my swap, I considered building killer engine and found that a stock LS1 is plenty of go for my intended uses. Weekend cruiser, track days, auto crosses and a run down the 1/4 mile once in a while.
As for which engine, the LS1 will be an easier swap for $5K and my LS1 gets 31MPG on the hwy at 80mph (1900rpms) in 6th gear. It also runs the 1/4 mile in the 12s and is very reliable. Parts are easy to get if you need them. The low end torque is so nice and makes for a better street car because all the power is right there without having to rev the piss out of it.
By the way, I am in Maryland too. If you want to see how a stock LS1 runs in a Z car, come on down I will take you for a spin. Most people get out of my car and say, "WOW!"
qwik240z,
Thanks for the invite to check out your Z, I'll shoot you a PM to get more details. My goal for this project is to ultimately build a fast street car. I want to start with a platform that will get me to 500 whp without building the engine, but still has potential to run much faster. I came up 500 whp as a figure that would allow me to run in the C6 ZO6 ballpark, to start. The only reason that I am not considering just swapping a VG30dett is because of the pains of working in/around the engine bay and sheer weight of the motor. Also, since I plan to reduce the weight of the chassis to around 3,000 lbs, the aluminum LS1 seems like a favorable alternative. I've also been researching LT1's as another option, simply due to the significantly reduced entry price and equal aftermarket following. My gut feeling is that the SBC is the better choice; whether the LS1 or LT1. The Z32 is a porker and stepping down in displacement probably isn't the smartest move I'm thinking...
-
do you mean as it is or after i get the engine back in? im currently building the engine, just ordered the cam 2 days ago. i started welding all the seams a few weeks ago and then went on a vacation so ill be picking back up with that shortly.
Either or really. I'm trying to gauge the fabrication needed compared to what I've seen so far. If you've done a test-fit, a bare engine bay pic would be great!
-
Can you post a pic of the complete engine bay?
-
http://www.nelsonracingengines.com/video_must_see.html
Click the link and check out this video:
NRE 1650HP RX7, "The Sleeper Part 1" New!
Thing is a beast!!!
-
I can't wait to see the rest!! Great job!!
-
Speaking of the wiring harness, what are you guys using for the LS1? The Painless kit seems to be very popular...
-
I think that's about right... 60lbs. Yes, it was a bone stock engine (135k long block, bone stock). Surprisingly it made a good chunk of power in stock trim without the turbo. I would post the numbers but I can't find the Dyno Sheet to back it up. I built the turbo setup with a set of block hugger headers and some stainless J-bends. Look in my build thread.
It's hard to see where your J-bends mount to the headers - do you have any pics of them removed from the motor? I really like the down pipe side-exit setup...
-
Absolutely no regrets! I wouldn't change a thing. The LT1 is a great building block.
Do you know what the weight difference is compared to the LS1? I've read that the LT1 is roughly 60 lbs heavier but I'm not sure how accurate that is. Also, were you running stock cam/heads in your dyno vid? Is your turbo manifold custom? The LS1 seems like a great turbo motor!
-
Poor Man's LS2... for five grand...
in Gen III & IV Chevy V8Z Tech Board
Posted
K bud, thanks for your $.02