Welcome to the Michigan FBody Association website.
The Michigan FBody Association is a centralized website for FBody enthusiasts to discuss what's going on in the Michigan area. MiFbody.com was created to allow for an easy one-stop place to find out what's going on in Michigan as far as FBody events, to find out what clubs are available in your immediate area, and for an easy place to post classifieds for items you want to sell! Our goal was to create a more close-knit community of FBody enthusiasts in the state of Michigan, and to bring Camaro and Firebird enthusiasts alike together for some amazing FBody events!
The most important thing to know about the Michigan FBody Association is that we are NOT a club! The Michigan FBody Association is open to everyone, and is a community. Thus, we will have get togethers, casual cruises, events, and such like that, but this is not an exclusive club and it's 100% free to join this site! So what are you waiting for? Register now!
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I would have kept those heads and went with E85 if I didn't need the extra money to fund the turbo
The plan right now with my build is to get it on the road with low boost, stock 10:1 compression and 93 oct. When I can afford to build the fuel system it will get 15+PSI, stock 10:1 compression, and E85.
Compression makes power period you just need the right fuel to use it.
I wouldn't run those heads with 93. If your other heads are lower compression use them and sell the 243's. If not sell everything and buy stock 317's. 317 heads and valve job cost me less than $300
what's the cheapest way to go? i'll drop the motor, replace the head gaskets and bolts (heads are almost off). i'll take the oil pan off and clean everything out as best as i can. how do i test the springs? tje retainer on the spring with the bad rocker is chipped/dented a bit. can i just buy one replacement retainer?
I wouldn't run those heads with 93. If your other heads are lower compression use them and sell the 243's. If not sell everything and buy stock 317's. 317 heads and valve job cost me less than $300
I just have stock 98 heads..
98 z28, m6, monster clutch, eibach pro kit, custom twin turbo setup, 317 heads, z06 valve springs, arp rod bolts, 512rwhp at 10lbs. cobra eater
most people (myself included) just leave the 317's un-ported. For my own piece of mind I had a VJ done but most guys dont even do that, they just swap springs and run 'em.
if your running a stock cam I'd get the LS9 springs, cheap and should work better than the LS6. If your going aftermarket cam might as well go with some doubles.
LQ4
The Vortec 6000, or LQ4, is a V8 truck engine. It is a bored version of the Vortec 5300. Displacement is 6.0 L (≈366 cu in) from 101.6 mm bore and 92 mm stroke. It is an iron/aluminum (2000 model year engines had cast iron heads) design and produces 300 horsepower (220 kW) to 325 horsepower (242 kW) and 360 lb·ft (488 N·m) to 370 lb·ft (502 N·m). LQ4s are built in Romulus, Michigan and Silao, Mexico.
LQ4 applications:
Chevrolet Express/GMC Savana
Chevrolet Silverado 2500 Pickup, 3500 Pickup, Crew Cab, and Chassis Cab/GMC Sierra 2500 HD Pickup and Crew Cab, C3, Denali, and 3500 Pickup and Chassis Cab, 1500HD Crew Cab
Chevrolet Suburban/GMC Yukon XL Denali
Hummer H2 SUT
GMC Yukon Denali
LQ9
The Vortec HO 6000 or VortecMAX is a special high-output version of the Vortec 6000 V8 truck engine originally designed for Cadillac. This engine was introduced in other truck lines as VortecMAX for 2006. It features high-compression (10:1) flat-top pistons for an extra 10 hp (7.5 kW) and 10 ft·lbf (14 N·m), bringing output to 345 hp (257 kW) and 380 ft·lb (515 N·m). LQ9s are built only in Romulus, Michigan. GM also listed it as based on LS architecture.[1]
LQ9 Applications:
2002-2006 Cadillac Escalade
2002-2006 Cadillac Escalade EXT
2003-2006 Cadillac Escalade ESV
2003-2007 Chevrolet Silverado SS
2004-2005 Chevrolet Silverado and GMC Sierra Vortec HO Edition Only [Badging on truck]
2006-2007 Chevrolet Silverado and GMC Sierra VortecMAX Option
The 99-00 6.0L had the longer rear main flange on the crank. It was 1.25 inches thick. They also came with Iron Heads. in 01- up the swithched to the standard more common crank flange thickness which measures .857 at the rear main flange area. They used a spacer between the crank flange and fly wheel to compensate for the extra thickness need to get the fly wheel to bolt up with the 4L80E Torque converter. As a result the Bolts are also longer... 01 6.0L was also the first year for the Aluminum Heads on the 6.0L
The camshaft is the same in the LQ4 and LQ9. It has same part number on it.... The diffrence is the pistons and rods... The LQ4 which is pretty standard for the truck line up has a slight dish in it while the LQ9 has a flat top piston... The LQ9 is ussually found in the High end caddy SUV, SS Truck, and the VHO optioned crew cabs
Now in the first designLQ9 piston I believe they used a standard LS1 rod with a pressed pin. They Later (04 LQ9) switched to the beffier LS2 rod with a Floating pin flat top piston.
Yes the LQ9 piston Is the same flat top piston used in the LS2. They have a floating Pin. The conecting rods are also the same.
The difference In power comes from the added compression and the factory programing. The LQ9 is tuned for more performance with the bump in compression.
Factory camshaft part numbers
The 99-00 LQ4 6.0L used the 12560967 - this is also used in the 5.3L
The 01-up LQ4 6.0L used the 12561721
The 02-up LQ9 6.0L also used the 12561721
Factory Camshaft specs are:
12560967 191/190 duration at .050 0.457/0.466 lift on a 114 Lobe center
12561721 196/207 duration at .050 0.467/0.479 lift on a 116 Lobe center
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