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I have the LQ4 and I've read that there are many things you can do with this motor.


Here is a link with some info on a 480 hp LQ4.
http://www.carcraft.com/projectbuild/116_0704_lq4_short_block/index.html



Yukon/XL Engine Specifications Type: 6.0L V8 LQ4
Displacement: 5967 cc
Compression Ratio: 9.4:1
Valve Configuration: Overhead Valves
Assembly Site: Romulus, MI
Valve Lifters: Hydraulic Roller
Firing Order: 1 - 8 - 7 - 2 - 6 - 5 - 4 - 3
Bore x Stroke: 101.60 x 92.00 mm
Fuel System: Sequential Fuel Injection
Horsepower: [email protected] rpm
Torque (lb-ft): [email protected] rpm
Fuel Shut Off: 5600 rpm

Emissions Controls:
* Evaporate System
* Catalytic Converter
* Exhaust Gas Recircultation
* Positive Crankcase Ventilation

MATERIALS
* Block: Cast Iron
* Cylinder Head: Cast Aluminum
* Intake Manifold: Composite
* Exhaust Manifold: High Silicon Molybdenum Cast Nodular Iron
* Main Bearing Caps: Powder Metal
* Crankshaft: Cast Iron with Undercut and Rolled Fillets
* Camshaft: Steel
* Connecting Rods: Forged Powder Metal

Additional Features:
* Extended Life Spark Plugs
* Extended Life Coolant
* Oil Level Sensor
* Electronic Throttle Control

"Vortec 6000" 6.0L V8 (LQ4) Features & Benefits

OVERVIEW
The LQ4 Vortec 6000 V8 begins the 21st century with nearly a dozen improvements, starting with aluminum cylinder heads and new cam that increase horsepower as much as 10 percent. The LQ4 continues to deliver class-leading torque and smooth, even power delivery.

NEW OR CHANGED FOR 2001 MODEL YEAR

* New Aluminum Cylinder Heads and Gaskets
* New Camshaft
* Natural Gas Option for Heavy-Duty
* Short Rear Crankshaft Hub and Revised Flywheel
* Reduced Main Bearing Tolerances
* Two-Point Coolant Vapor Vents
* Revised Intake Manifold
* Improved Catalytic Converters
* Improved Mass Air Flow Sensor with Temperature Sensor
* Extended Oil Change Interval
* Sleeveless Coolant Sensor

CUSTOMER BENEFITS

NEW HEADS
New aluminum cylinder heads replace the cast-iron heads used on the 2000 Vortec 6000. The heads are similar in design to those developed for the 2001 LS6 Corvette V8. Intake and exhaust ports are identical to those in the LS6 head, refined and more precisely cast, for an increase in volumetric efficiency. The LQ4 heads have a larger combustion chamber, leaving a compression ratio of 9.5:1 compared to 10.5:1 in the LS6. New, more durable, triple-layer steel head gaskets maintain proper heat conductivity with the LQ4's cast-iron engine block.

CAMSHAFT
A new steel camshaft, unique to the LQ4, is the single biggest contributor to the increase in horsepower. The cam increases valve lift and duration slightly to take full advantage of the increase in volumetric efficiency allowed by the new cylinder head design. See Product Specifications for horsepower and torque levels.

NATURAL GAS
The LQ4 can be equipped to run on natural gas in heavy-duty Sierras. Because there is no liquid in compressed natural gas, the cylinder heads operate at higher temperatures, creating additional potential for valve and valve seat wear. LQ4s equipped for natural gas have valve seats and intake valves manufactured of 322 high-copper alloy, and are validated at 200,000 miles of service.

CRANK HUB
LQ4s for standard duty pickups are now fitted with a shorter rear crankshaft hub shared with Vortec 4800 and 5300 V8s. Vortec 6000s so equipped will also share their flywheel with the 4800 and 5300. The changes allow the LQ4 to be equipped with a light-duty 4L60E automatic transmission in pickups and sport utilities whose Gross Vehicle Weight Rating (GVWR) do not require the heavy-duty version.

MORE PRECISE BEARING FIT
Smaller tolerances in the crankshaft main bearings mean a more precise fit. The result is an increase in long-term durability and, just as importantly, a reduction in something known to engineers as "cold knock"--a slight slapping noise from the engine before it reaches full operating temperature.

FEWER VENTS
The number of water pump vapor vents has been reduced from four to two, thereby reducing cost. The vents are located in the cylinder heads, and release gas from localized coolant aeration around the combustion chambers, preventing air pockets that restrict coolant flow. Experience has shown that two vents are sufficient.

REVISED INTAKE MANIFOLD
The intake manifold has an improved purge isolator--the rubber device used to mount the solenoid that manages fuel injection-to reduce noise and vibration. The new manifold also has a new, more durable injector director plate, with two large holes rather than four smaller ones to reduce potential for clogging. Finally, the manifold has mounting bosses for an improved acoustical cover for Denali, which reduces noise emanating from the engine.

BETTER CATS
The 2001 LQ4 is fitted with a pair of 50-ci "mid-coupled" catalytic converters located halfway between the engine and the primary converters. New production techniques allow the 74-ci primary converters to be manufactured with less precious metal, at considerably lower cost. A new catalytic coating and thin-wall catalyst substrate--the source of the catalytic reaction that turns exhaust emissions to harmless vapor--allow improved performance with less platinum, palladium and other precious metals in the converter.

With the new converter combination, the LQ4 is National Low Emission Vehicle (NLEV) certified. LQ4s built for California have converters with higher precious metal content. Those used in heavy-duty pickups have 150-ci converters manufactured with the same precious-metal reducing process as the 74-ci converters.

BETTER MAF
A new Mass Air Flow (MAF) sensor features an integral inlet air temperature sensor, which allows the Powertrain Control Module to adjust for optimal performance at a given air temperature. The result is more efficient combustion and fewer emissions in all operating conditions.

LONGER OIL CHANGE INTERVAL
New computer algorithms extend the maximum oil change interval from 7,500 to 10,000 miles. The Powertrain Control Module records engine temperature and length of operation at a given temperature, then indicates an oil change when it's actually needed, rather than according to a predetermined interval. With new data on real-world customer use, Powertrain engineers have adjusted the software to allow the longer maximum oil change interval.

COOLANT SENSOR
The LQ4 is equipped with a new coolant temperature sensor. The sensor uses a plastic insulator to protect electrical leads inside the brass housing, rather than a rubber sleeve, and reduces the possibility of assembly rejection or shorting in operation.

CONTINUING FEATURES
"It's been said that overhead valves couldn't deliver the performance, fuel efficiency or low emissions required of the 21st century. We've proven the doubters wrong, and we've done it in a smooth, quiet, compact package." --John Juriga, Total Integration Engineer, GEN III V8s

LEADERSHIP
The LQ4 keeps Powertrain at the leading edge in the heart of the new-vehicle market: full-size pickups and sport utility vehicles. "Suburban 2500s come with a 300-hp 6.0-liter V-8...from the Vortec family of small-block V-8s that first appeared in the latest Corvette and then the Silverado. They are arguably the most advanced pushrod engines in the world and are impressively smooth and powerful...hauling the bulk of the Suburban without straining or complaining." [Editors Note: Vortec 6000 horsepower ratings increase for model year 2001.] --CAR AND DRIVER, November 1999

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 347 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.

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
* 2006-2007 Chevrolet Silverado and GMC Sierra VortecMAX Option

==================================================
HotRod mag has done on on the LQ4 and they had a supercharger on it. They got 700hp with a stock bottom end. You can change the heads to the GM L92's they say their the best stock heads for $800
  • 99-00 LQ4s have cast iron heads. Later ones have aluminum heads, the same head as the LQ9.
  • LQ4s have a 9 something compression ratio; LQ9s have a 10 something compression ratio.
  • LQ9/late LQ4 heads have the same ports and valves as LS6 engines. They have slightly bigger combustion chambers. The LS6 has about the same compression ratio as an LQ9, the pistons are different. LS6 heads will get you over 11:1 on an LQ9, which is probably too much for the street.
  • As already said, the LS6 manifold is a direct fit and worth some power, but only at the high end. Low end power is very close to the same between LS6 and LQ9. The LQ9's truck manifold should actually make a little more torque down low.
  • LQ4 and LQ9 have iron blocks.
I think they both make good swap engines because they are cheap. The LS6 manifolds go pretty cheap on Eaby too.

Check out this page for some information about the LQ4 vs the LQ9...
http://www.southernperformancesystems.com/stock_vortec6000.htmll

Also the LQ9 Pistons are Flat-tops and the LQ4 Pistions are Dished.

  • LQ9 has a flattop piston and the lq4 piston has a small dish to it.
  • The LQ9 has 10.1 compression and the LQ4 has 9.41:1 compression stock.
  • The LQ4, generally speaking, is a cheaper engine.
  • There is a benefit to owning a LQ4 over the LQ9. This being if you want to go with some sort of forced induction, such as a turbocharger or a supercharger. On forced induction applications, you want to go with the lowest compression possible, and 10.0 is considerably high when thinking about forced induction.
  • The LQ9 is a better platform if you're thinking about building an all motor beast.
  • So, yes, both have their advantages, depending on what you want to do with the motor. Stock for stock, the LQ9 is a stronger motor.
Gen III Family Tree
The following is a genealogy of sorts, listing the bore and stroke combinations for the popular GM Gen III engines. Starting with the 5.3L engines, the stroke is consistent at 3.622 inches, with the larger bore being the difference in the displacement.

ENGINE DISPLACEMENT(CU/IN) BORE/STROKE COMPRESSION ROD LENGTH
4.8 293 3.78/3.268 9.5 6.276
5.3 325 3.78/3.622 9.5 6.098
5.7 346 3.898/3.622 9.5 6.098
5.7 346 3.898/3.622 10.1 6.098
6.0 (LQ4) 364 4.00/3.622 9.4 6.098
6.0 (LQ9) 364 4.00/3.622 10.0 6.098
 

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GMFS Member
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05+ LQ4s had the same rods as the LQ9 and LS2s. Only difference was the pistons.
 

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thanks Kevin... still learning, but it's hard to find good LQ4 data (other than folks pulling motors to drop into Vette's ;)
What are you talking about? Go to Performancetrucks.net. Just about everyone there is wanting to run a Chevy.
 

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did you sharteeze today?
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Discussion Starter #5
What are you talking about? Go to Performancetrucks.net. Just about everyone there is wanting to run a Chevy.
added the 's' to performancetrucks ;)

granted - I just did a search for LQ4 and did find a bunch of stuff...
 

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TROLL REVOLT of 2012
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saved some time of searching i plan to do this late in the future...

LQ4s are the ones in the SS. and lq9 are the heavy duty ones or nah?

sticky would be nice
 

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Nom Nom Nom
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saved some time of searching i plan to do this late in the future...

LQ4s are the ones in the SS. and lq9 are the heavy duty ones or nah?

sticky would be nice
new SS's have LQ9 IIRC
 

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Silverado SS and the Vortec Max is an LQ9

Denalis, HD pickups, etc have the LQ4
 

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found this little tidbit as well...

Elec. Fans are worth 11WHP on a 02 5.3 60e, as I changed mine out on the Dyno, with runs before and after, stock tune with Borla Catback at the time.

who has numbers for a 6.0L?
it's probably the exact same number for a 6.0
 

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Speed Holes
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found this little tidbit as well...

Elec. Fans are worth 11WHP on a 02 5.3 60e, as I changed mine out on the Dyno, with runs before and after, stock tune with Borla Catback at the time.

who has numbers for a 6.0L?
now is that 11whp average, or a max at a certain rpm?

I'd guess it's similar between all the V-8's... as long as it's the same fan and clutch?


Nice info on the 6liters here... do want!
 

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HOT AIR BALLOON OWNER
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now is that 11whp average, or a max at a certain rpm?

I'd guess it's similar between all the V-8's... as long as it's the same fan and clutch?


Nice info on the 6liters here... do want!


High RPM where the fan is causing more drag. Years ago I saw a dyno report of 7rwhp over an unlocked clutch and about 22rwhp over a locked one. Too much conflicting information on them and having done them myself a few times, I feel there are far better mods for the money... like a mild cam/springs.

YMMV

:imo
 

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did you sharteeze today?
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Discussion Starter #14
High RPM where the fan is causing more drag. Years ago I saw a dyno report of 7rwhp over an unlocked clutch and about 22rwhp over a locked one. Too much conflicting information on them and having done them myself a few times, I feel there are far better mods for the money... like a mild cam/springs.

YMMV

:imo
so you can do a mild cam and springs for $350?
 

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HOT AIR BALLOON OWNER
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If you can shop hard, yup easy. I've done it multiple times.
Yup I bought my Comp 224/224 cam, manley valve springs, manley titanium retainers, and comp hardened pushrods for $350 2 years ago.
 

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HOT AIR BALLOON OWNER
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Tis okay to say shit here.
 
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