I was just wondering how popular the Iron 6.0l's are. I am seriously thinking about running one. I can get them for a pretty good price. I have heard they make good numbers.
The weight of the cast iron block is 210.4 lbs, the alluminum block is 92.5 lbs. Means someting to some people. I'm currently in my build of a cast iron LQ-9 6.0 2002 truck block stroking it to a 427. I've done 383's and stock ls1's, ls2's and ls6's, but i think for the beating I'll deliver on this engine i'll stick to cast iron. The 6.0 LQ-4 casting 317 alluminum heads are as good as any ls1, ls2 and ls6. THe Chamber size is a little bigger, but works with most stroker combinations. These engines tend to have the piston come up above the deck with an aftermarket rotating assembly so make sure u check your gasket thickness before slapping her together. Stock gaskets are .050 thick! I just had a customer bring me a set of patriot heads to bolt on to his 383 stroked ls6. I'd stay away from those heads, just alot of money for throwing a cnc machine on it.
Here are some specs on stock heads taken from jrp at ls1tech.com, this guys taken the time to post this so we dont have to research it all. He's got port flows and everything else listed here too. Thanks JRP!
just look for posting: JRP's FAQ For Commonly Asked Questions
Casting Number 241
Head: 1997+ LS1 5.7 Litre Passenger Car
Material: Aluminimum
Part Number:
12559806 (1997-98) Chambers = 69cc
12559853 (1999-00)
12564241 (2001-03)
Combustion Chamber Volume: 66.67cc
Compression Ratio: 10.1:1
Intake Port Volume: 200cc
Exhaust Port Volume: 70cc
Intake Valve Diameter: 2.00 inches
Exhaust Valve Diameter: 1.55 inches
Casting Number 243
Head: 2001 LS6 5.7 Litre Passenger Car
Material: Aluminimum
Part Number:
12564243
Combustion Chamber Volume: 64.45cc
Compression Ratio: 10.5:1
Intake Port Volume: 210cc
Exhaust Port Volume: 75cc
Intake Valve Diameter: 2.00 inches
Exhaust Valve Diameter: 1.55 inches
If you get a killer deal, go for it, But if it is more then $1200-1500, just go for an LS1. The accessories, intake, and oil pan are usually not real desirable for a car swap. Plus the weight savings is huge! As far a strength, don't worry about it, the aluminum block is bullet proof! You will not and CANNOT break an ls1 aluminum block naturally aspirated!
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Twin Turbo LS1 '71 Chevelle
1000 hp 93 octane street car
6 speed
Don't worry, I run twin 61 mm turbos. There is a guy who ran twin 66 mm turbos with 30 psi, made about 1500 hp on the stock aluminum block. I am at about 1000 with no problems.
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Twin Turbo LS1 '71 Chevelle
1000 hp 93 octane street car
6 speed
If you get a killer deal, go for it, But if it is more then $1200-1500, just go for an LS1. The accessories, intake, and oil pan are usually not real desirable for a car swap. Plus the weight savings is huge! As far a strength, don't worry about it, the aluminum block is bullet proof! You will not and CANNOT break an ls1 aluminum block naturally aspirated!
Why isn't the oil pan desirable for a car swap? I'm just starting to do the reasearch. The LQ9 engine might be just the thing for my mid year Corvette!
Why isn't the oil pan desirable for a car swap? I'm just starting to do the reasearch. The LQ9 engine might be just the thing for my mid year Corvette!
I believe the oil pan for the 6.0 hangs down a bit lower than the vette or fbody pans, also the placement can be a problem in some cars with the crossmembers. 6.0 is a great option and it will accept the fbody, vette, or aftermarket pans just like the ls1.
Im going to be running a 6.0L block. I got my engine for $1000.00 w/ 26K on it. I sold some parts off it I didnt need, so I got about $800.00 into it. Well.......... a little more than that now I guess
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71 Chevelle w/ LQ4 stroked to 402ci, Twin 62mm turbos, Viper T56 M6, 12 Bolt with 3.42's.
Brian Hobaugh SCCA National Tour June 2014
First Hemi 'Cuda Convertible Ever Built
Short clips: Goodguys Pleasanton autocross and pit videos
Anyone Running 6.0L Truck Blocks?
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