Got some Chevy V8 questions...

A friend and I have a 190e Mercedes to mess with and were wanting to go V8. Now I know there was some good information in a somewhat recent issue of the magazine and we've decided were going to go LQ9. My questions are as follows:

-Does the LQ9 (and all other LS based GM engines) accept any other LS based cylinder head?

-Transmission choices!? I don't know a ton about domestics so I'm not sure what my transmission options are. I know from the article in the magazine that it accepts all transmissions that bolt to any other SBC, but does this just limit me to the T5 and T56? Wanting to stay manual transmission here...

-Is there any glaring weak point in an LQ9?

Thanks guys!

cxhb wrote: A friend and I have a 190e Mercedes to mess with and were wanting to go V8. Now I know there was some good information in a somewhat recent issue of the magazine and we've decided were going to go LQ9. My questions are as follows: -Does the LQ9 (and all other LS based GM engines) accept any other LS based cylinder head? -Transmission choices!? I don't know a ton about domestics so I'm not sure what my transmission options are. I know from the article in the magazine that it accepts all transmissions that bolt to any other SBC, but does this just limit me to the T5 and T56? Wanting to stay manual transmission here... -Is there any glaring weak point in an LQ9? Thanks guys!

Small block chevies are fun. Why? Because of this:

All of the heads interchange - although some of the more massive newer ones have issues with valve shrouding on the smaller bored engines (like the 4.8).

Oh yeah, just the T5 and T56, and the new one in the Camaro, every four speed ever made for GM cars, a bunch of truck related 5 speeds, the MY6 (my favorite sleeper, 1-2-3-OD) from the diesels, go here http://www.novak-adapt.com/ and poke around a bit.

All I know (which isn't much, mind you) I got from ls1tech.com You can find anything you need there.

from what I know...

1. It's good, but not quite that good.
2. There are others, but everyone loves a T56 on the manual side.
3. Not that I've seen.

cxhb wrote: -Is there any glaring weak point in an LQ9?

Price.

Everything else has been covered.

Dang. We were hoping to stay away from the T56 but oh well. I ain't spending the money on it... Is there a production cylinder head that seems to do really really well right out of the box? The goal over-all engine wise is just a huge wide usable powerband. So we've taken a look at a couple of different cams and that's probably as wild as we will get, just cam, valve springs, lifters and pushrods (texas speed kit) and probably rod bolts to keep the block from venting itself. If there is a production cylinder head that seems to do really well we might just do that along with the other modifications mentioned.

cxhb wrote: Dang. We were hoping to stay away from the T56 but oh well.

Dude, Are you kidding? You can use any transmission Chevrolet ever used on a RWD app pretty much

As far as cylinder heads, flow numbers are around for almost everything. The LS3s are fantastic from what I have heard.

4.8/5.3's have the smallest chambers. So, bolting them onto a stock 6.0 short block is a healthy increase in compression.

tuna55 wrote:

cxhb wrote: Dang. We were hoping to stay away from the T56 but oh well.

Dude, Are you kidding? You can use any transmission Chevrolet ever used on a RWD app pretty much As far as cylinder heads, flow numbers are around for almost everything. The LS3s are fantastic from what I have heard.

No automatics. And a minimum 5 forward speeds. So no 4 speed manuals. Leaving me with what I thought was just the T56 and T5? I mean if there are other choices I'm willing to take those into consideration but those are the only 2 I can think of with the exception of the newest offering in the Camaro which is probably really high dollar.

Ranger50 wrote: 4.8/5.3's have the smallest chambers. So, bolting them onto a stock 6.0 short block is a healthy increase in compression.

Sweeeet. The 5.3 seems to be all over the place so that will be pretty easy to find.

cxhb wrote: And a minimum 5 forward speeds.

That is a silly limitation.

Oh well, it's your deal. Unless it's going on the highway often, there's pretty much no point in the OD. Even if there is, that MY6 is pretty awesome. I guess you guys like shifting.

tuna55 wrote:

cxhb wrote: And a minimum 5 forward speeds.

That is a silly limitation. Oh well, it's your deal. Unless it's going on the highway often, there's pretty much no point in the OD. Even if there is, that MY6 is pretty awesome. I guess you guys like shifting.

Its not my limitation, its the owners. He kind of set the rules and I'm just looking for ways to go about it. As far as highway is concerned he will have it on the highway a bit so I'm sure that's why he mentioned it... He has a truck to pull it to events with but no trailer so I'm assuming that's the reason the limitation is in place. That, and I'm sure he enjoys the fact that he could drive a car to and from the event whether it be autocross or track day or a cruise or whatever it is that he does lol.

I checked out what you said about the truck manual transmissions and I've found a couple so I appreciate your help there. Who knew they still put 5 speed manuals in silverados!?! I thought they would have phased them out by now.... Off to wikipedia to find more info!

NV3500 in the trucks, unless they sold their soul to Getrag, again. puke

The only thing to mention is that there is a 0.040" offset on the bell that must be machined off when using a classic chevy V8 - I think - JD has my Carcraft mag where they went though it all. Easy stuff.

Ranger50 wrote: NV3500 in the trucks, unless they sold their soul to Getrag, again. *puke*

I take it that means to run if I see Getrag?

you can't put heads from a 6.0 and bigger LS engine on a 5.3 and smaller LS engine.. well, you can, but valves hit cylinder walls and fun stuff like that. puttign 5.3 heads on a 6.0 would gain you some compression, but airflow would be choked off like running 305 heads on a 350.. the heads to get are the L92 heads- and they are reasonably cheap brand new from the factory. should be able to get the heads, intake, and assorted special valvetrain parts like rocker arms and what not for around $1k at any local GM dealer, which is a steal for what you are getting.

any manual trans that bolts to an old school small block bolts to any LS engine with the appropriate flywheel from an early 6.0 and pilot bearing from a 98-02 LS1 Camaro or Firebird along with the clutch for whatever the trans came out of, but you are stuck with a T5 if you limit yourself to 5 speed trannnies that you can find in junkyards. if you can scrape together enough cash and find a good deal on a used Tremac TKO 500 or 600, then that's one good aftermarket option for a 5 speed manual trans with overdrive. Keisler just came out with their own clean sheet of paper aftermarket 5 speed trans, too, but i doubt if you will find a used one.

Nothing really wrong with the Getrag.

T5 is kinda weak from a stock source unless you get a world class from a Mustang, but that designation pretty much doubles the price.

T56 is a GREAT close ratio box. LT1-type T56s have shorter bellhousings and input shafts and use an external slave. LS1 type boxes have slaves that are integral with the throwout bearing. Pre-93 T56s are not as desirable for two reasons. 1) less desirable ratios and 2) weaker... but its rare you'll encounter one of those. 95% of the T56s you'll find will all have the 2.66/0.50 gear set. That's 2.66:1 first and 0.50 OD. Here is another important tip... all T56 have the same main case casting. There are slight differences with the more exotic ones like carbon fiber synchros and steel shift forks, but what makes them different (ford, mopar, GM) is front plate, input shaft, tailhousing, and output shaft. Converting is rarely a bargain, but that's what I did. I took a Viper T56 and put GM stuff on it.

Keep in mind... 2.66 first and double OD means that you can't go with economy gears. Take this example... Lets say you have a stock 4L60E with 3.08 rear. Now stab in a T56. You would need to use 4.10s in the rear to get the same basic overall spread and highway RPMs. For that reason, its usually a good idea to get an aluminum driveshaft balanced at higher speeds.

Some of the early 6-speed vettes have ZF 6-speeds. Leave them for the vette-freaks. Nothing special, poor selection of repair parts, and expensive.

Avoid the truck transmissions except some of the S10 T5s and NV3550s. Most truck 5 and 6 speeds have a granny first. they are also built like a truck transmission; massively heavy, fat, and won't fit in a car without dragging the ground.

LQ9 is a great engine, but do some poking around. If you are looking to hop it up later, the 6.0L is a wiser choice for its larger bore. If you just want to stab in a V8, look at the LM7 5.3L. In a lighter vehicle its a friggin blast and you can usually pick one up for $500 since they're common and "undesirable."

LOT of good info... Thanks guys. I just got off the phone with the guy who controls the money and he said I need to find an engine thursday when I'm off work whether its 5.3 or 6.0. I really like the idea of going 6.0... So we'll see what happens. I'm glad some more options for the transmission are coming about...

one other options for an overdrive manual trans that everyone (including me a few hours ago, apparently..) always forgets about is the A833 trans that was used in some 1/2 ton 2wd Chev and GMC trucks for a few years in the early 80's.. it's the very same 4 speed trans that was used in some hi-po Mopars back in the muscle car days, but with the 3rd gear replaced with an overdrive ratio and the shift arm flipped over to make the old 4th gear into a 1:1 third gear. i understand you need to use the truck bellhousing, but otherwise it's as easy to swap in as any old Muncie, T10, or Saginaw 4 speed trans. you do lose a forward gear, but they are pretty strong and come with a Hurst shifter.. prices shot up a couple of years ago when one of the big magazines "exposed" this junkyard treasure, but there might be a few of them out there waiting to be bought up for $50..

novaderrik wrote: one other options for an overdrive manual trans that everyone (including me a few hours ago, apparently..) always forgets about is the A833 trans that was used in some 1/2 ton 2wd Chev and GMC trucks for a few years in the early 80's.. it's the very same 4 speed trans that was used in some hi-po Mopars back in the muscle car days, but with the 3rd gear replaced with an overdrive ratio and the shift arm flipped over to make the old 4th gear into a 1:1 third gear. i understand you need to use the truck bellhousing, but otherwise it's as easy to swap in as any old Muncie, T10, or Saginaw 4 speed trans. you do lose a forward gear, but they are pretty strong and come with a Hurst shifter.. prices shot up a couple of years ago when one of the big magazines "exposed" this junkyard treasure, but there might be a few of them out there waiting to be bought up for $50..

When Chevy used it, they called it the MY6 - it's 1-2-3-OD. I didn't forget! I have one in my garage, in my truck, and I mentioned it earlier. Great trans, but he said it had to be 5 speeds for some silly reason.

tuna55 wrote:

novaderrik wrote: one other options for an overdrive manual trans that everyone (including me a few hours ago, apparently..) always forgets about is the A833 trans that was used in some 1/2 ton 2wd Chev and GMC trucks for a few years in the early 80's.. it's the very same 4 speed trans that was used in some hi-po Mopars back in the muscle car days, but with the 3rd gear replaced with an overdrive ratio and the shift arm flipped over to make the old 4th gear into a 1:1 third gear. i understand you need to use the truck bellhousing, but otherwise it's as easy to swap in as any old Muncie, T10, or Saginaw 4 speed trans. you do lose a forward gear, but they are pretty strong and come with a Hurst shifter.. prices shot up a couple of years ago when one of the big magazines "exposed" this junkyard treasure, but there might be a few of them out there waiting to be bought up for $50..

When Chevy used it, they called it the MY6 - it's 1-2-3-OD. I didn't forget! I have one in my garage, in my truck, and I mentioned it earlier. Great trans, but he said it had to be 5 speeds for some silly reason.

MY6 was the GM option code- every GM manual trans has an official "M" code to this day- but it was still an A833.

novaderrik wrote: MY6 was the GM option code- every GM manual trans has an official "M" code to this day- but it was still an A833.

If you order parts for it, you order them by the MY6 code. Point is that I already suggested it and he rejected it because it doesn't have enough forward gears (however silly that is).

i just want to ask other than a slightly notchy shifter action why dont u want the t56 or t5?

tuna55 wrote:

novaderrik wrote: MY6 was the GM option code- every GM manual trans has an official "M" code to this day- but it was still an A833.

If you order parts for it, you order them by the MY6 code. Point is that I already suggested it and he rejected it because it doesn't have enough forward gears (however silly that is).

Just don't like the idea of a 4 speed man. Don't see how this is that silly?

KATYB wrote: i just want to ask other than a slightly notchy shifter action why dont u want the t56 or t5?

Thats why. I have no personal experience with them but my neighbor (guy who is doing the build and paying for it) claims they are, he also says their overpriced. I think I've driven one before (did LT1's have them?) and I didn't think it was so bad? Tuna keeps raving about this 4 speed so much I better check it out so that may be another option. I'm going to call him today and see ask what he thinks about 4 speeds again. Probably going to get the same answer but its worth a shot.

novaderrik and tuna55, Is there anywhere you know of I can find gear ratios on that 4 speed? I'm sure they vary by vehicle so more specifically the version that came out of the truck? I'm trying to find it but not having much luck.