The Camaro Club (UK)

That´s just bloody gorgeous......

Amazing range of skills on display here
An inspiration for all of us to try to aim high !

Thank you gentlemen

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My '80 progress thread - hugger orange! Now with LQ9 power - forged pistons, LS2 rods, 236/242, .621/.612, flowed and milled 317 heads. MS3X

4L80e, 12 bolt, 4.11, Moroso brute strength posi, steel shafts.

Subframe connectors, g-braces, solid body bushes, carbon hood and front bumper, custom door cards, Autometer gauges.

Finally finished that pulley and fitted it! Tomorrow finishing the alternator and PS pump mounts and measuring up for the belts.

Then I'll have a look at sorting out the wiring for the water pump, alternator and fuel pumps.

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My '80 progress thread - hugger orange! Now with LQ9 power - forged pistons, LS2 rods, 236/242, .621/.612, flowed and milled 317 heads. MS3X

4L80e, 12 bolt, 4.11, Moroso brute strength posi, steel shafts.

Subframe connectors, g-braces, solid body bushes, carbon hood and front bumper, custom door cards, Autometer gauges.

I managed to get the steering pump trial fitted and get it lined up with the crank pulley. Had to modify the fluid feed tube, but it's only pushed into the body of the pump and came out surprisingly easily. I need to add a bend on the end of it toward the inner fender in order to keep the pipework neat and tidy. The pump came off a 5th gen Camaro, but I think it's the same as fitted to many late model GM cars, but I wanted one specifically with the multi-rib pulley. I just need to make some proper spacers (1/4" thick) and paint the bracket to finish the installation.



I didn't get as far as sorting the alternator alignment before it got dark. Really must move the car into the workshop....

Please ignore the rusty engine block.... I'll be fixing that when I swap engines out later in the year. Only I'll be painting the next one with 2k...!

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My '80 progress thread - hugger orange! Now with LQ9 power - forged pistons, LS2 rods, 236/242, .621/.612, flowed and milled 317 heads. MS3X

4L80e, 12 bolt, 4.11, Moroso brute strength posi, steel shafts.

Subframe connectors, g-braces, solid body bushes, carbon hood and front bumper, custom door cards, Autometer gauges.

And here is the reason all that turbo and small block stuff is for sale.



Its an LQ4/9 (not sure which pistons it has in it). But doesn't have a crank, rods, cam or anything else. Though I do have a sump and some other spares for it that aren't pictured. Got a spare head to replace the badly damaged one. I did get it cheap, and I need to strip it down to check it over, I know there is a small crack near the oil gallery plug at the bottom of the block where one of the sump bolts goes in right at the back (arrowed below - borrowed pic...). Some muppet has broken the boss for the bolt. I might need to do a bit of surgery to fix it, but at least it's not in a critical area. Once I have it in bits I'll check the rest of it over and see if there is any other damage.



So, on the USA trip this year I'll be looking for the other parts I need to build it up into a complete engine and get it installed.

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My '80 progress thread - hugger orange! Now with LQ9 power - forged pistons, LS2 rods, 236/242, .621/.612, flowed and milled 317 heads. MS3X

4L80e, 12 bolt, 4.11, Moroso brute strength posi, steel shafts.

Subframe connectors, g-braces, solid body bushes, carbon hood and front bumper, custom door cards, Autometer gauges.

Don't see many LQ4's in the UK.... Are they worth the hassle for the bit of extra capacity over a small block ?

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“You only live once, but if you do it right, once is enough.”

Well, it's mechanically (internally) identical to an LS1/2 motor and uses all the same parts with the exception of the pistons as the LQ4 is a 4" bore - so they make very good power. The iron block is more desirable in terms of it's strength - the stock block is reliable up to 1100hp whereas the ally block's limit is 700 or so. Stock crank is fine to 800hp too, but I might build a stroker with a steel crank.

It makes a lot more sense for me to use this as a base engine for a 600hp naturally aspirated engine - which is easily achievable. Then if I want to go down the forced induction route in a couple of years then I have a bullet proof engine to work with.

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My '80 progress thread - hugger orange! Now with LQ9 power - forged pistons, LS2 rods, 236/242, .621/.612, flowed and milled 317 heads. MS3X

4L80e, 12 bolt, 4.11, Moroso brute strength posi, steel shafts.

Subframe connectors, g-braces, solid body bushes, carbon hood and front bumper, custom door cards, Autometer gauges.

So, this has turned out to be an LQ9... flat top pistons hiding in there. Everything looks like it's new as well, heads are completely clean as is the block inside. The liquid in the bores is oil.

Got the equipment to crack test the block at the weekend. Hoping that the small crack in the thin section at the back of the block can be brazed up.

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My '80 progress thread - hugger orange! Now with LQ9 power - forged pistons, LS2 rods, 236/242, .621/.612, flowed and milled 317 heads. MS3X

4L80e, 12 bolt, 4.11, Moroso brute strength posi, steel shafts.

Subframe connectors, g-braces, solid body bushes, carbon hood and front bumper, custom door cards, Autometer gauges.

Ahhh didn't realise it's an iron block, so that makes sense re power capacity, a bit like the newer GT500 Mustangs with heavier iron blocks.... Is it not gonna be way pricier to build than the turbo small block ?

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“You only live once, but if you do it right, once is enough.”