I enjoy learning from the same sources and experiences they do and becoming a person who knows what he's talking about. But then again I'm a born gearhead and mechanic and there's no other way for people cursed like I am. We also spend a lot more time DOING than TALKING or "teaching".
Its absolutely refreshing when someone is knowledgeable and willing to share. Thank you for showing the differences between the heads and explaining how they can be interchanged depending on what the desired application is for.
I'm a Mustang enthusiast and always have been, but even I have ventured to the LS as my go to engine family for reliable, affordable power. My "junkyard" build is a bone stock 4.8 shortblock with an LS9 cam, stock 6.0 heads, Holley EFI and an older 72mm Comp turbo backed by a TH400. It makes a tad over 600 HP on pump gas and has well over 100 passes to date with no failures. My built setup is an LQ9 based forged 376 with billet mains, PRC heads, Brian Tooley cam/valvetrain, PTE 7685 gen 2 turbo, FuelTech EFI and an RPM built PowerGlide. Depending on the tune/fuel I run it makes anywhere from 900-1300+ HP. Both of my engine setups are in Foxbody Mustangs and the LQ9 build has been low 8's in the 1/4 mile; 7s will happen this spring.
That's badass! We don't hear much about the 8.1 though. I do hear some guys are spending a little bit of cash to make power. Infact some cases known as a duramax killer
For those whom are wondering the 6 liter Iron LS are LQ4 and LQ9 engines. The difference between the two is in the pistons. The LQ4 uses a dished piston and the LQ9 is a flat top. With resulting different compression ratios. Now if you're doing the 6.2 upgrade as shown here you're tossing the pistons so the difference is moot. I love the LS Platform. I've had three LS1's and daily drive an LS3 now. You could pick up an LQ4/9, get some LS3 pistons, heads, intake from somebody that upgraded an 5th gen SS Camaro, and build a great 400hp+ motor with a STOCK gm cam and it'll be torquey, and buttery smooth.
If it were me i'd use the stock LS3 cam if you had access to it. But of the two choices i'd use an LS1 cam over the LQ4/9 cam. But if I had any left over budget i'd get a mild performance cam.
Of course. But It all depends on how you build it. A factory 6.2 rotating assembly will do pretty well but as with any build if you get greedy with the giggle gas or mess up your fuel, ignition, etc. you'll be spending money on another rebuild real fast. (if you're lucky it'll just need a rebuild). But A 150 shot would be no problem even for a totally stock 6.2. As long as it's done right.
I wish you would do a video series on this build. I am in the process of doing this exact combo. It would be helpful to watch and listen to your expertise on this.
I second this. Would like to know how it's going since. Hoping that block holds up I call the machine shop and they told me I couldn't do it cuz it's too thin
Regarding the engineers "moving" to other companies in the auto industry. Your exactly correct. I was an automotive engineer in the industry in the 90's I remember one day a few of the Cadillac Northstar engineers showed up in our lab with Ford badges to work on the new modular ford engines. Then Chrysler build this huge facility in Auburn Hills, awesome place. We nicknamed it Disneyland, many engineers jumped ship to work there. love your channel keep up the good work
Love your voice imitation of the Ford guys. I have a good friend who is a Ford guy and you sound exactly like him on your imitation LOL. I like all the manufacturers, yet they all suck and their own way.
So basically making an iron block LS3. Definitely going to be better for boost if need be. I'd love to build a de-stroked more squared design with lower compression for a boosted street build. Something you can make a reliable street car with, while having very tame driving characteristics. Gotta love those modern LS head chamber designs. It's impressive what kind of compression you can run on pump gas without detonation. I just love how simple these motors are to work with and the huge aftermarket selection. I just did a turbo Miata for my brother build and the community size and knowledge base is so small in comparison to the LS following. You can find any LS info with just a few keyword searches. Great video!!
You remind me of one of my instructors from UTI. Brian Dean at Exton, PA. He was a bit more colorful with his language at times, but had tons of knowledge and had a good head on his shoulders.
This has been quite a good lesson. I have a LQ4 in my 2003 2500HD. I never knew I could run LS3 Heads on the motor. Heck I could even throw in an actual 6.2 engine but would have to build the 4L80E to handle the 450hp the 6.2 makes.
Smokey Yunick worked for all of the Big Three .. He got paid for his Work but the Big three Patented Smokey's designs and made the big $$$ on his ideas..
That is not uncommon. When people working for a company design or build a product that product becomes the " Intellectual Property" of that company because it was design for them on that companies time and paid that employee for that time. That is just the way it works.
True facts. Delorean who worked on the Super Duty head traded secrets with his brother that was working on the Tunnel Port heads for Ford. Yes, they were brothers. Stand a SD Pontiac head next to a 66 Ford TP head and they are scary similar. These engineers are all human. And their jaws loosen up when sipping the Hockey pops.But that's a good thing for us, the racers.
U make me wanna go to the junkyard right now n get me a LS motor!!!! I’m gonna build one soon!!!! Keep the videos coming. I’m loving this stuff!!! You’re a badass!!!!!🙏
My 1980 Z28 I've had since high school with numbers match LM1 Is gonna be mothballed. Will be shopping for a LS swap. Will stay tuned thanks for you time and knowledge.
Hello Mate John here I have just come across your videos and have spent most of today watching them. I have a 1936 maple leaf which I am looking to install a new power plant into. I like a GM motor into a GM vehicle and was considering using an older chev engine as I had a stock build 307 with a turbo 400 auto in this when I first built the vehicle back in 1982. The vehicle performed well for what I wanted it for as an everyday driver. I had this setup for about 22 years until a so called friend of mine put sand blasting grit down the carb. In a fit of rage over me telling him a few home truths he didn’t want to hear. Following that I changed to a LS1 and a 4L60 which was so/so Mainly because the new engine gearbox setup weight difference changed the ride to something far rougher then what I previously had, mind you I did enjoy having that extra power when I needed it as the 307 gave me a whole 96 kw at the wheels. Anyway the vehicle has been off the road for about ten years now and the LS1 and auto are long gone so I have been considering going back to the simplicity off the old school chevy engine until I seen your video LS Upgrade 6.0 to 6.2 as this would give me the weight and the extra go that I like. So I am writing to you to find out the details of this build if you still have them. Regards John old36trucks@me.com
as a mechanic I enjoy the videos because I like the technical detail you go into. I would like to see a video on valve train geometry with stud mount vs shaft mounted and how to change etc
I would like to see some one take a 4.8 LS bore it to the LS1 bore size of 3.898 but keep the 4.8 stroke of 3.267 for a 311 CI LS. Then add CNC ported stock heads and a stout hydraulic roller cam and spin it to 7000 RPM to see what it does on the dyno. Then set it to kill with aftermarket CNC big runner heads and a solid roller cam and repeat the dyno test for comparison only spinning it to 8000 RPM. CarCraft did that with an LS3-4.8 combo and got 607 HP. I would be curious to see how they compare because it would be cheaper to overbore a $200 truck motor than it is to destroke a $6000 performance engine for a high reving V8.
You would have to measure the thickness of the cylinder walls before having a big overbore on such an engine. In some cases, they end up removing the cylinder walls entirely and have to install wet sleeves. That is extremely expensive and defeats the purpose of your project. If you aren't familiar with that kind of sleeving job, just search for Darton sleeves bening installed in Honda engines.
Did this on my sprint car engine. Started with 6.0 block. Bored to 6.2 slugs and ran the 4.8 crankshaft. Kept the 5.3 heads for compression. Have a camshaft from Howard’s and upgraded valve train to take the RPMs. Over 8000 rpms weekly. I was able to jump down in rear gear. The car literally became more drivable.
just have to say you're awesome i been planning on an ls swap on my box caprice. i didnt want to just place an used stock motor. want to step it up just a bit an this vid give me the right combo for right price i was looking for. Thanks... All Hail The Chevy Nation.
Big thanks for the videos you do. I engineering we get guys that worked at one automaker. They'll change automakers, and say "Man, I have a chance to try something I got wrong at my last job."
The 401 GMC Truck engine can't pull a sitting hen off the nest very low compression however.. Each has it's own journal Really Really smooth running engine they made a V-8 and V-12 too the V-12 had 4 heads on it ..
Looks like the ls engine is heading for worldwide legendary status...you know, the olympic athlete that wins the gold medal every...single...time other competitors must think: c'mon let us win, just once...pleeeease
The last few years the coyote has proven itself to be amazing based on what hp it can be pushed to and live a long happy life... Did i mention the 5.0 is being supercharged to 800hp at the dealership and keeping its full factory warranty... A mustang 5.0gt with 800hp, 8000rpm, 10Speed trans, fully warranty can be delivered to your front door for 41.5k... Thats a win in my book!
Reminds me of a Buick 350 intake port super large no shrouding.Exausht ports were just as open. Had a 72 Buick Skylark,that thing was drunk with torque.3.80x3.850 but still turned r's like it was a 302 sbf
Great video I just picked up an old Chevy with a tired 350 and have been thinking about what I want to do and I really like that 6 liter I have one in my work truck that has 380k miles and it's still strong and doesn't use any oil so thanks for making up my mind for me 👍thanks brother
I'm just starting this exact build let me know how yours went. Any issues with the Borg to the 6.2 just curious cuz I went to a machine shop and they told me not to
Agreed about engineers changing companies. Also they have Non-disclosure agreements. Plus all the R&D groups simply tear down all whats out there. At the end of the day, like it or not, the designs are driven by marketing. That's why we have the aftermarket.
Myvintageiron7512 Hot Rod magazine took a 2 or 3 hundred thousand mile truck 5.3 from a junk yard cleaned it up & pro charged it! I think it blew up around 1100 hp! So you could probably run 800hp for years with no issues.
There's a video of a bone stock 5.3 they threw a turbo on it wan the boost up to 1300hp and broke a lifter, they didn't burn it up bc it was tuned well the killer on these engines is the ring gap and the tune, tear it apart gap the rings give it a good tune and they will live in the 1000hp range for ever
I have had a spectrum of manufacturers and each one was only an appliance, until you decide to make it more. I'm a Mopar man, I will take a pre-Daimler Mopar anytime. I will say that the design influence of each manufacturer has led to different models having a great aspect missed in the others. I love the Falcon for hook up drag racing, F-body LTD's, Capri, and Fairmont underpinned with the mustang aftermarket parts sleep well. Chevrolet has a small block line that's a great build platform for a monster stroker that still revs fast, and flashy to discrete bodies with the same potential. The Mopar side has a very special draw for me, the B-body and big block combo. It doesn't matter what the plan it will present exactly what it is. Oh, there's imports also, guess the mustang needs a car to race that it can beat also.
The factory injectors for L96 can be "decapped" and flow 70lbs, he's right about being a great affordable platform saving money for a 2nd atmosphere! Just look for a 04-12 truck labeled "vortex". Just remember to get the wiring harness and ecu that comes with the motor otherwise forget it! It's not worth going any further than that
Mocking up a build myself simular to this with a 4.8 stroke and crank for a destroked and higher RPM turbo motor. Kind of experimental but im not going for anything over 800hp, its mostly the creative buold factor to what it would tale to make it myself. But this video was very helpful so thanks as always for the info
A lot of people overlook destroking vs. stroking such as making an old SBC 400 into a 377 instead of making a 350 into a 383...I have never done it but have heard it will suprise you.
Just picked up my 6.0 LQ4 the other day. I'm searching for LS3 heads and intake right now. I'm going to buy the pistons new. I will hold off till I find a good deal. I'm building a budget S10 drag truck. The wife says I can build a race truck but I can't spend any money. Lol.
I worked as an engineer for a while my degree is in engineering. companies buy out non compete agreements all the time haha people walk across the street for better pay and back and forth between the competition. so true.
I have to disagree slightly about ford interchangeability, changing every 2 years, and needing an engineering degree. The modular engine that was released in cars in 1993, ran through 2004. I believe later than 04 in trucks. They called them modular, because they were all based on the same modular platform. Interchangeability from 94-04 is very high, and I can even bolt in a 2019 5.0 into my 97 mustang, because the engine mount locations, and bell housing bolt pattern is the same. Even back in the Fox body era, swapping from a 2.3l to a 5.0l was an easy job because of the shared chassis and suspensions. I did my first 2.3l to 5.0l swap when I was 18 years old on my mom's back porch, had a running driving 4 cylinder at 7 am and fired the v8 at 7 pm the same day.
Solid, informative video. My only criticism is you spent too much time harping on the guys who say Chevy stole the LS engine design from Ford. Don't do that. You're not ever gonna convince those guys anyway so don't waste your time with it.
In all honesty, what you pointed out with the intake and exhaust layout in relation to the valves is where they look similar to the small block Ford. The LS uses the HO 302 firing order too. The block being skirted is what Ford has been doing from the beginning of the mod motor. Ford definitely wasn't the only one doing it though...just look at the import engines. As far as the heads, their design looks like a lot of homework was done looking at small block ford AFTERMARKET heads. Combustion chambers look like Trick Flow twisted wedge in the shape. Regardless of the similarities, Ford NEVER came out with a small block with the specs of an LS engine.
Cast iron block being what 100 lbs heavir can handle the heat , torque , vibration , pressure better then aluminum block that tends to crack . I saw one cracked right on left side below the aluminum heads . I think he had it 450 hp.
Connecting rods as a whole have become kind of a disposable commodity the cost of good quality rods has come down quite a bit a set of LS rods that are out of round have seen allot of hard action so you will need new bolts for sure ARP's are best by the time you do that and get em honed your in them about as much as a new rod and you still have used rods personally I would probably discard them and go with new ones that come with round bores and ARP bolts out of the box
I agree, the 6.0 I just built has Scat rods in it, 200 and some odd dollars with ARP bolts like you said. Point I'm trying to make is that factory rods are very much reusable if one so chooses, it's not mandatory to discard them.
No doubt the big makers buy each others products and examine them thoroughly. They're on the open market for cryin' out loud. They also publish articles about their new technology in trade journals, etc. They advertise what they have and what they are coming out with. I don't think there are many big secrets in the auto industry.
one key thing to remember is find a good machine shop and take them the block and the new pistons so they can bore the block to get the correct Piston to wall clearance along with a good valve job and you will have a screamer
I would not run hypereutectic pistons in any upgraded performance engine for the main reason if there was any type of failure they do devastating damage to the engine and shatter much more easily. Forged pistons don't typically shatter when taken to failure. When a forged piston brakes the engine usually chews the broken piece up giving you time to shut down the motor. When hypereutectic pistons let go, they destroy most everything immediately. Forged pistons might cost a little more, but given the cost of replacement parts, it is well worth it.
You can bore an aluminium block ls1 to whatever you want, depend on the bore size, you may further sleeve it and also wet sleeve it if you have the expert in that. There was one that was dry-sleeved to 6.1L.
Well, I enjoyed watching your channel. I watched 90% of the videos. It took me a lot of time but it worth it as you are a qualified machinist and working in the field not just taking theory. I was struggling with a machine shop to get an engine machined to specs. The boring was not bad. the surface where the rings contact the cylinder is within 0.0004" of out of roundness and tapper. Clearance is ok, however, at the bottom of the cylinder, it become narrower so the clearance went down from 0.0035" to 0.0015" which is too little and may cause the piston to contact the cylinder in case of engine abuse as it is in off road car. Watching a learning video to get an engine to be machined is a different story when going to machine shop as things are not ideal. I have to follow up with the shop till things get to specs. I am now checking the crankshaft and found every thing is OK and within specs. All tapper in the crank journals are 0.0004" and follow the same direction with the same amount. This till me that the stone is angled so it produced that tapper but I am not sure. The engine is diesel, so does the compression ratio sensitivity comes in. The piston projection from the cylinder (or sleeve) deck is way out of specs. the manual specify a variation of 0.050 mm (0.002") in head gasket thickness, i.e. 1.15, 1.20 and 1.25 mm for a range of pistons projection. The standard CR is 23.1, I played with the math on the assumption of the existing pistons projections and found that the CR will be in the order of 35 if I used the thickest gasket. The block was line bored as it was full of rust and stayed out side for two years. I think this explains the pistons projection out of block to be too much. Fortunately, the backlash of timing gear for camshaft and injection pump is slightly below spec. which I assumed to be OK. For the tappered bore, I went to another machine shop and he fixed it within 0.0004" down to the bottom. Other (big name) machine shop said the block need to be resleeved!!. Luckily it is done. Yet, the piston too much projection that I am still straggling with and try to find a solution for it. One suggestion that I found in the net is to shave the top of pistons with the required amount to lower the CR. I calculated the height and it turn to be in the range of 0.15-0.20 mm to lower the compression ratio to the factory setting. I am seeking you input in that. Greeting from Arabia, Good luck and keep posting the good videos,
the LS engines are derived from the prototype Venture (the name of the project and nothing to do with the mini van) V6 engine....nothing to do with Ford. the prototype was a clean slate engine originally meant to replace the 4.3 L V6 engine. having a hard time finding links to the article, but the block and heads looked like a V6 LS engine with a Gen II intake.
I will also say that the LS engine are obviously designed in 3D CAD software. the head valve design is easy to explain from a design CAD stand point: it was done using the linear pattern feature in the CAD software making it easy to do as in it was 10 second job to do. I can see making a 3D CAD model of Gen 1 thru 2 head being a pain in the butt to generate in CAD vs. the LS head. I always thought this when I see an LS head
Why risk thin walls @ 65thou rather than play it a bit safer with either 6L +40thou or even +60thou pistons to get a little extra displacement ? Is it simply the principal, interchangeability or are the 6.2L pistons stock and not aftermarket forged units ?
I like the concept of engineers switching companies. Same with design. Sometime in 1970 or at least after the 1970 Trans Am was completed, John DeLorean went to Chrysler. The next thing you know the Cuda’ has a shaker hoods scoop only turned around 180* compared to the Trans Am. Didn’t copy, the guy with the idea just left... or showed up depending on which side you were on.
who cares if they stole from one another, the big 3 always buy their competitor vehicles and check them out and see what improvments they can make to their own vehicles. they all do it. its how each company tries to stay a step a head of eachother.
Hello, I really liked your video, very informative and practical. Its nice to hear people that know what they're talking about. I have a question for my 2001 2500 Suburban with the 6.0l. I have pulled a travel trailer that weighs about 7500 lbs on vacation and my 6.0l struggles a lot. Definitely seems like GM has throttled back the motor a lot through software and the shift point are difficult to hit at lower rpms. Anyway, I would like to get some more torque and hp out of the motor for towing only, don't need a street rod... So what upgrades would I need to do to the motor to get this or should I just buy a tuner?? Would be nice to get another 30-50hp and 60+ foot lbs of torque. I would like to spend under 1000 and I can do the work myself.
i have a 2011 escalade, the motor blew at 117k, I was very disappointed, i had the dealer order a new longblock, they are installing it now . i hope to have better luck with this one
@@Myvintageiron7512 Say I already had a 6.2 engine that I would like to drop in place of my 6.0….are the 6.0 and 6.2 harnesses the same? While I’m at it lol, are all the LS harnesses the same?
it could also be pointed out that the "ford" valve configuration was used on BBCs. kinda makes you wonder why they used siamese ports at all on the sbc.
Hi I have a 89 454 single cab dually and I want to put a gm 6.2 in it. can you give me a list of what to get and the best transmission to use...please sir..
Great video. Could you put a bigger Stroker crank and shorter piston rods on it to decrease the combustion capacity and increase the combustion ratio to increase the HP? Making larger diameter bore would increase the combustion chamber and reduce and the combustion ratio and lower HP. Right? Just asking. Super new to engine mechanics Thanks
It would have been nice if you would have said the casting numbers on that 6.0 head cylinders that you were planning on porting out the six litre block is excellent but I just want to know what heads you're putting on it if you got the time to answer this that be great thanks for the videos I go a long way with the do-it-yourselfer and trying to understand what's the best a guy could get his hands on for a decent price keep up the good work
He said LS3 heads several times. If they are truly LS3 heads, they'll be 821 castings. If you're going with all new valve train you can also use 823 & 5364 castings. Only real difference from the factory is those 2 castings don't have the lighter LS3 valves. They came on L92s, L76s, etc. Only difference I've heard is slightly less port material on the exhaust floor on the 5364s, but that only matters if you're going really big.
