A few know that I've been working on this project for a little over a month now. A low mileage Iron 6.0 (LQ4) came to me as partial trade for a supercharger and I got the urge to do something fun with it. Its going into my 1991 Convertible.
For this build I'm using the following parts:
Stock Iron 6.0 shortblock
ARE ported LS1 heads
Comp Cams 232/238 .595/.605 lift cam on 114 LSA
85mm MAF
LS6 intake
Stock LS1 Throttle body (will be ported)
2001 and up Corvette fuel rail
Full corvette accessories (except for A/C... might add later)
ZO6 two piece Oilpan
ZO6 exhaust manifolds
4L60E built by Speed Secrets (from LS1tech.com and Monroe WA)
Conversion Wiring Harness from Nelson Performance (from LS1Tech.com and Performancetrucks.com)
I'll keep posting shortcuts to the pics on this front page as I go for those who only want to be able to grab pics quickly. Many of the pics have notes attached... but more notes are in the posts
Last edited by Cory@LS2PortWorks; 07-24-2006 at 03:16 AM.
It's time for a new thread. And a new approach. Hence the Iron block and ZO6 manifolds. We know the Camaro parts fit. It's time to push the envelope in a slightly different direction.
Looks great, I will look forward to redaing about all that you will be doing to make it happen. If this kind of swap in a c-4 can become a little more standardized it would certainly be the way to go. VERY COOL !!
Location: No more yankee my wankee, the Donger is tired!
Quote:
Originally Posted by CHarris85Vette
And I'm not afraid to show how it's done either
I don't think people have been afraid to show it done before hand RacerX had lots of photos.
Quote:
Originally Posted by CHarris85Vette
It's time for a new thread. And a new approach. Hence the Iron block and ZO6 manifolds. We know the Camaro parts fit. It's time to push the envelope in a slightly different direction.
New approach using a iron block? It weighs 125 lbs more than the alum version. And unless you are going heavy boost is detrimental. And why hinder the design using stock manifolds?
It's time for a new thread. And a new approach. Hence the Iron block and ZO6 manifolds. We know the Camaro parts fit. It's time to push the envelope in a slightly different direction.
A block is a block. they all fit the same. That's why I feel this should be part of the bigger thread.
We get new threads on this about every 6 days, I ain't kidding. I for one would like to see this knowledge kept together.
The block you are using isn't going to fit any differently than the aluminum unit. It's just heavier. And from a truck, which could cause you emissions problems, depending on your state.
The other thread has more questions than answers and links that lead in circles. Many pics that have been posted seem to either be taken down or mysteriously gone.
I'm not trying to hide any racing secrets and I'm not stripping the car to race it. I've seen the pics of the car with the heater box removed. Great for clearance... but that doesn't fly for non-california street cars.
My swap may not be 100% emissions legal. I'm not concerned with that as I live in a non-emissions testing county. I will, however, have cats on this and it should pass a sniffer test and visual cat inspection.
I'll be taking pics throughout and providing comments. As for the 6 speed conversion. I don't want a 6-speed, therefore that will remain for someone else to figure out.
The iron block should pretty well solve one issue that concerns quite a few interested in this conversion... that of post-swap front end height. The iron block should not significantly impact that.
Its also important to note that the 6.0 iron block is abundantly available and very affordable as it comes from trucks. It's also good to note that the iron block is preferable for most big power builds one you swap to forged internals.
In any case... this post will be more complete than what's out there.
Great job and keep us informed with updates as you go. I think it will be a great reference for others who may do an LS1 Swap. A while back I did an LT1 swap and had a ton of nay Sayers telling me how it would cost 10 grand and I was better off sticking the money into the old motor, well for 3K the motor was in and dynoed 360 RWHP with a lot more potential. I had little or no reference data on the CF but did find a lot of good information on F-body sites, unfortunately not all the info pertained to the C4. Things that you have shown such as the assy's and the trany are great info for the next guy so a big thanks and keep up the good work.
__________________
Built Not Bought 414RWHP 412 RWTQ
383 Stroker, Forged Scat rotating assy & SRP pistons, AFR 195 More performance comp Ported heads,Comp 306 Cam, Comp Pro Mag 1.6 R/R, LT4 port matched and 58mm bored intake, Holley 58mm TB, Stainless LT headers, Magna Flow cat back (No cats), DELTEQ ignition, FMS 36# injectors Meziere W/P, BeCool Radiator
Location: No more yankee my wankee, the Donger is tired!
Quote:
Originally Posted by CHarris85Vette
The other thread has more questions than answers and links that lead in circles. Many pics that have been posted seem to either be taken down or mysteriously gone.
Most pictures get pulled down as people sell the car, lose the bandwidth to host or something has changed.
The other thread has more questions than answers and links that lead in circles. Many pics that have been posted seem to either be taken down or mysteriously gone.
I'm not trying to hide any racing secrets and I'm not stripping the car to race it. I've seen the pics of the car with the heater box removed. Great for clearance... but that doesn't fly for non-california street cars.
My swap may not be 100% emissions legal. I'm not concerned with that as I live in a non-emissions testing county. I will, however, have cats on this and it should pass a sniffer test and visual cat inspection.
I'll be taking pics throughout and providing comments. As for the 6 speed conversion. I don't want a 6-speed, therefore that will remain for someone else to figure out.
The iron block should pretty well solve one issue that concerns quite a few interested in this conversion... that of post-swap front end height. The iron block should not significantly impact that.
Its also important to note that the 6.0 iron block is abundantly available and very affordable as it comes from trucks. It's also good to note that the iron block is preferable for most big power builds one you swap to forged internals.
In any case... this post will be more complete than what's out there.
I actually WANTED to do the 6.0 litre truck block conversion, alas, CARB (re: EPA) does not allow it. And CARB/CA DMV requires documentation as to the source of the engine... it comes from a truck, I am hosed.
you are 100% correct on the advantages of the iron over the aluminum... cost, ride height, block strength. It's all there.
The option is to do all the work, then after it's done and recorded by CARB, switch over! But that sure is a waste of energy...
Corvette Store
1991 Vert with 6.0 LS1 in progress
