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Well finally went ahead and pulled the trigger on an LQ4 this past week, tearing it down and cleaning it up currently. Right now I have some 862 heads going on and will be camming it as well as maybe switching intakes, not 100% sure yet. I have done a plethora of exterior and interior mods but this is my first real performance mod and this is my first ever engine swap/“build”.
i’ll post some pics when I get off work. Still have not picked out a cam profile yet. This thing is my daily driver and so I don’t want to lose bottom end only gain if I can. I was looking at a 228/230 because that looked like solid gains all across the board. Someone recommended I stay with a 212/218 but I was under the impression that bigger engine=bigger cam?
Incredibly excited to get this thing rocking I think it will be a hell of a lot of fun!
"This thing is my daily" What vehicle a lighter rcsb or a heavy crew, SUV?
The 228/230 I take it is the Sloppy Stage 2 camshaft? Great cam choice for the 6L but you'll need a torque converter with that duration. I was running the SS2 with 278mm Circle-D 3200 stall, it's a good combo for the SS2 camshaft with great street manners. What ever cam you choose you'll need higher flow injectors. The factory LQ4 injectors are almost at the max duty cycle already.
Yes bigger CID you can get away with more camshaft. The only draw back is the guys looking for the chop chop chop sound... a smaller CID engine with the same cam will sound off better than the same cam in a larger engine. The only place in the tune (that I've found) to make a cam chop more (or less) is in the idle adaptive spark controls overspeed & underspeed tables. If you put something like -12 in the overspeed and match the +12's across the table in the underspeed she's going to literally "shake rattle & roll" and chop like a pissed off Mr Miyagi. It's cool at first but the shake gets annoying as hell everyday over time.
Do you happen to have access to that tune file? I tried a couple of different things to make the 212/218 lope and it never sounded much different than my 2500 work truck. I'd like to make this 224/228 lope a little more as well.
I'll see if my tuner can send it to me
Originally Posted by shakenfake
The springs are in the kit I am pretty sure are rated for the high lift, would be kinda bullshit if they sold low rated springs for a high lift cam but....
Agreed on that 212/218 is for a 5.3-4.8. As from what I understood since my displacement is larger I should be able to get a bigger cam so I will look into that 218/224
Lift is not the only thing that kills valve springs. You'll always be happier with an undersized cam compared to an oversized cam.
"This thing is my daily" What vehicle a lighter rcsb or a heavy crew, SUV?
The 228/230 I take it is the Sloppy Stage 2 camshaft? Great cam choice for the 6L but you'll need a torque converter with that duration. I was running the SS2 with 278mm Circle-D 3200 stall, it's a good combo for the SS2 camshaft with great street manners. What ever cam you choose you'll need higher flow injectors. The factory LQ4 injectors are almost at the max duty cycle already.
whoops thought I put what vehicle, I drive an Extended Cab 99 Silverado, I was going to pm you since I saw you had put that same cam in. iirc you can use the stock stall, I don’t mind upgrading. I was going to go towards a smaller one like a 2400 or so
You can run the stock stall but she'll be gutless off the line and at low RPM. When a performance converter flashes it gets the RPM's up in the camshafts operating range, in so, removing that low RPM lazy spot . The Circle-D 278 is a Trailblazer I6 converter reworked for more strength and extra stall. It's their cheaper converter at $500, Chris from Circle-D says it's good to 700hp. You could run the stock TB I6 converter that sells just over $100 and have a decent amount of stall... around 2200 - 2400 IIRC.
Yeah I am still learning about how stalls work they do confuse me a little bit, so when you step on it how does the truck skip some of the lazy parts in the rpm? Correct me if I am wrong, does the converter spin up for lack of a better term and then when at the right rpm it finally gives power from tranny to engine or other way around?
this is the thing I understand the least even though I know it is probably the most important
Did you come up with what can yet? Those springs will limit your cam selection considerably. Not necessarily a bad thing just means it will be more mild and more likely a better fit for a DD.
Did you come up with what can yet? Those springs will limit your cam selection considerably. Not necessarily a bad thing just means it will be more mild and more likely a better fit for a DD.
have not chose a cam yet no, this is a DD build so I knew that getting the springs
09-21-2020, 01:15 PM
