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LQ1/LX9/LZ9 compare.. LQ1 stroker?

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So, i'm seeing the 3.5 and the 3.9 have same spec journal size and rod lengths.  many sizes are comparable to the 3.4L.  It appears the difference between the 3.5 and the 3.9 is crank and bore.  Piston pins are comparable. Anyone ever look into some of these components before? If nothing else, this might be a way to upgrade a 3.5 with stroke of 3.9 to give better torque curve, even if you don't bore an engine out..

 

However for conversation wise... Looks like in order to use the 3.9 or 3.5L cranks i would have to turn down the crank journal 4mm to use in LQ1.. can this be done?  Who does this type of stuff?  just randomly thinking...

 

for your reading pleasure

LZ9

http://media.gm.com/us/powertrain/en/product_services/Photo%20Library/HVV6/06%203.9L%20V6%20LZ9%20G6A%20LoR.jpg

LX9

http://media.gm.com/us/powertrain/en/product_services/Photo%20Library/HVV6/Lx9_pontiac-g6.jpg

3.4/3400

http://gmengines.blogspot.com/2010/02/gm-34l-la1-3400-specifications.html?_sm_au_=iVVZVvMDqJQZlsJF

 

PS, i know most of the performance stuff is no longer available for the LQ1...

I'm trying to do crash course on learning with my LQ1..

Are th 96 heads worth grabbing and upgrading? what else is worth grabbing or doing if i can still find remnants?  thanks all.

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So, i'm seeing the 3.5 and the 3.9 have same spec journal size and rod lengths.  many sizes are comparable to the 3.4L.  It appears the difference between the 3.5 and the 3.9 is crank and bore.  Piston pins are comparable. Anyone ever look into some of these components before? If nothing else, this might be a way to upgrade a 3.5 with stroke of 3.9 to give better torque curve, even if you don't bore an engine out..

 

However for conversation wise... Looks like in order to use the 3.9 or 3.5L cranks i would have to turn down the crank journal 4mm to use in LQ1.. can this be done?  Who does this type of stuff?  just randomly thinking...

 

for your reading pleasure

LZ9

http://media.gm.com/us/powertrain/en/product_services/Photo%20Library/HVV6/06%203.9L%20V6%20LZ9%20G6A%20LoR.jpg

LX9

http://media.gm.com/us/powertrain/en/product_services/Photo%20Library/HVV6/Lx9_pontiac-g6.jpg

3.4/3400

http://gmengines.blogspot.com/2010/02/gm-34l-la1-3400-specifications.html?_sm_au_=iVVZVvMDqJQZlsJF

 

PS, i know most of the performance stuff is no longer available for the LQ1...

I'm trying to do crash course on learning with my LQ1..

Are th 96 heads worth grabbing and upgrading? what else is worth grabbing or doing if i can still find remnants?  thanks all.

 

I wouldn't even mess with the 96-97 stuff. 96-97 were interference whereas 91-95 weren't. I had the belt snap on me once, had it been interference, I'd have a 3800 S/C Cutlass now.

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I wouldn't even mess with the 96-97 stuff. 96-97 were interference whereas 91-95 weren't. I had the belt snap on me once, had it been interference, I'd have a 3800 S/C Cutlass now.

 

Why wait for catastrophe?

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You might as well consider Gen 1/2 LQ1 to be interference too.  While the valves and pistons might not hit each other, lots of other things have the potential to do catastrophic damage if that belt ever breaks.  I had one let go in 2008 and it snapped the timing chain, broke the auxiliary shaft, cracked the inner aluminum timing cover and the outer plastic timing cover.  How?  The belt wrapped around the main drive pulley until it seized.  At that point it was nothing more than a parts motor and it was junkyard time for another one.  The only circumstance that won't do damage is if the tensioner actuator fails and the belt gets loose enough to shear off its teeth without actually breaking.  Had that happen too in 2012.

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