pshojo Posted June 19, 2018 Report Share Posted June 19, 2018 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. Quote Link to comment Share on other sites More sharing options...
mfewtrail Posted June 20, 2018 Report Share Posted June 20, 2018 This might be of some interest to you: http://www.60degreev6.com/vb5/forum/dohc-engines/dohc-performance/19962-building-a-stroker-lq1 There are likely more threads than that over there on this subject. Personally, I would go with forced induction instead. Quote Link to comment Share on other sites More sharing options...
Nas Escobar Posted June 20, 2018 Report Share Posted June 20, 2018 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. Imp558 1 Quote Link to comment Share on other sites More sharing options...
Imp558 Posted June 20, 2018 Report Share Posted June 20, 2018 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? Quote Link to comment Share on other sites More sharing options...
crazyd Posted July 3, 2018 Report Share Posted July 3, 2018 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. Quote Link to comment Share on other sites More sharing options...
Galaxie500XL Posted July 3, 2018 Report Share Posted July 3, 2018 I lost two timing belts on my '95 LQ1 Cutlass. One at idle in the driveway, and the second driving at 45 MPH. No damage either time...but plenty of colorful language. Imp558 1 Quote Link to comment Share on other sites More sharing options...
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