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Crank Interchangeability???
I'm redoing the bottom end in an '05 LS2 and it has the rare/hard-to-find 24x crank.
My question is, are there any non-LS2 cranks that would work without having them balanced? In thoery, an LQ9 crank would work, and possibly an LQ4 crank. What do you guys think? |
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All the crank are the same. I have a ls2 crank in my lq9 not problems here
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x2 on using a lq4/lq9 crank. There the same.
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Actually, i think ls1, ls2, 4.8, 5.3, and 6.0 are all the same. Same stroke i believe, just different bores.
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EXCEPT for a early 6.0 crank
They can only be used with a 80e trans |
I thought the 4.8 & 5.3 shared the same bore size/block but the 4.8 crank has a shorter throw.
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Originally Posted by 2doorfury
(Post 5044775)
Actually, i think ls1, ls2, 4.8, 5.3, and 6.0 are all the same. Same stroke i believe, just different bores.
LQ9's have the same piston and rod assembly as LS2's, correct? LQ4's have the weaker rods, dished pistons, and pressed pins, right? |
Its all in the bore, rods and pistons. Other theb that the cranks have the same stroke. Buuut, you are correct about the ls1/ls2 cranks being drilled.
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I think lq4 and lq9 rods are the same. I believe under 06 were the good ones. I believe they were forged. Lq4's have dished pistons and pressed pins. Lq9's have the flat top pistons and i believe pressed pins also.
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The crank is repairable but it will have to go to a really good crank guy.
Just get another LS crank with 3.622 Stroke. I would still get it balanced even if the repaired the crank. The 5.3, 5.7, 6.0 all use the same casting number 1255216 The LS1 and LS2 version's are Gun Drilled through the center mains with a 1 inch hole or 24.5MM in metric. No need to worry about the long rear snout as the casting number was different. There are pressed pin and floating pin rods. Yes they are different. If you are working on an LS2 It would have Floating pin rods. The LQ9 and the last of the LS1's used in the I believe the 2002-up Corvette and the 2004 GTO's were the only engine's to get this rod prior to 2005. After 2005 all the LS engines used the floating pin rod. Make sure you get the correct length 6.098 rods as even the 4.8 had floating pins after 2005. None of the parts were forged in these Engine's Only the LS7 and LS9 and LSA engine's got a 4 inch crank that was forged. Clearing The Confusion Concerning GM Gen III Crankshafts: Engine Builder LS1, LS6,LS2, LS3, L99, LS4, LS7, LS9 And LSA Engine History - GM High-Tech Performance EDIT: This is another good article that has crank info in it up to 04 http://www.enginebuildermag.com/Arti...all_block.aspx |
I wasnt sure if the rods were forged or not..but wernt they powdered after 06' and something else before 06'? Or something like that?
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Originally Posted by 2doorfury
(Post 5044870)
I wasnt sure if the rods were forged or not..but wernt they powdered after 06' and something else before 06'? Or something like that?
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Isnt the LS9 and LSA the 3.622 stroke? The LSA is cast crank and LS9 is forged I believe.
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Originally Posted by 1FastBrick
(Post 5044872)
The have always been Powdered metal and they are a cracked cap design.
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Originally Posted by RS/SS 4.8
(Post 5044878)
Isnt the LS9 and LSA the 3.622 stroke? The LSA is cast crank and LS9 is forged I believe.
Some quotes from the link I posted earlier... This should clear it up. LS1, LS6,LS2, LS3, L99, LS4, LS7, LS9 And LSA Engine History - GM High-Tech Performance Crankshafts Generally, LS crankshafts are similar in design, with identical 2.10-inch rod and 2.65-inch main journal sizes and a common rear main seal. All LS engines uses iron crankshafts except the LS7, LS9 and LSA; they used forged steel cranks (4.00-inch stroke on the LS7; 3.62-inch stroke on the LS9 and LSA). The crankshaft sensing function of the distributorless ignition system depends on reading the toothed reluctor wheel on the crankshaft. Early LS engines mostly used 24-tooth wheels and upgraded a few years ago to 58-tooth (also known as 58X) wheels. When building an LS engine, it is imperative the correct reluctor wheel is used with the compatible crankshaft position sensor and ignition controller. The crankshafts are mostly interchangeable, but the snouts on LS7 and LS9 crankshafts are approximately 1-inch longer to accommodate their two-stage oil pumps that work with the engines' dry-sump oiling systems. These forged crankshafts can be used on wet-sump engines by using a few specific components and/or modifications. The easiest way to put a forged stroker crankshaft in your LS engine is using GM Performance Parts' new LSX crankshafts, which are available in four stroke sizes up to 4.125 inches. They feature the standard-length snout and can be used without modification on most engines. LS7 and LS9 crankshafts can be used, but require special components and/or modifications to their snouts to accommodate standard, wet-sump oiling systems. Connecting Rods LS connecting rods are very similar and interchangeable. Most are made of powdered metal, while the LS7 and LS9 rods are forged titanium. Rods lengths are similar, too, at 6.098-inch for 5.3L, 5.7L, 6.0L and 6.2L engines. The 4.8L engine uses 6.275-inch rods and the LS7 uses 6.067-inch rods. Since 2006, LS rods use bushed small ends. Also, LS6 rods bolts, P/N 11600158, offer a strength-enhancing upgrade to pre-2000 engines. Finally, because of the pistons' inner bracing, non-LS7 rods will not work with LS7 pistons; and the LS7 rods have a slightly different size than other LS rods, requiring a unique bearing, P/N 89017573. LS7 A legend in its own time. The LS7 is the standard engine in the Corvette Z06 and its 7.0L displacement (427 cubic inches) makes it the largest LS engine offered in a production car. Unlike LS1/LS6, LS2 and LS3 engines, the LS7 uses a Siamese-bore cylinder block design - required for its big, 4.125-inch bores. Competition-proven heads and lightweight components, such as titanium rods and intake valves, make the LS7 a street-tuned racing engine, with 505 horsepower. LS7 engines are built by hand at the GM Performance Build Center in Wixom, Mich. LS9 The most powerful production engine ever from GM, the LS9 is the 6.2L supercharged and charge-cooled engine of the Corvette ZR1. It is rated at an astonishing 638 horsepower. The LS9 uses the strengthened 6.2L block with stronger, roto-cast cylinder heads and a sixth-generation 2.3L Roots-type supercharger. Like the LS7, it uses a dry-sump oiling system. It is the ultimate production LS engine. It is built by hand at the GM Performance Build Center in Wixom, Mich. LSA A detuned version of the LS9, this supercharged 6.2L engine is standard in the 2009 Cadillac CTS-V. It is built with several differences, when compared to the LS9, including hypereutectic pistons vs. the LS9's forged pistons; and a smaller, 1.9L supercharger. The LSA also has a different charge-cooler design on top of the supercharger. Horsepower is rated at 556 in the super-quick Caddy. |
So it's safe to say that if I dropped in a LQ4 crank, the engine would rattle itself apart?
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From everything I have gathered, the 4.8 is a shorter stroke from the rest. The 5.3, 5.7, 6.0, and 6.2 share the same stroke and are interchangeable with the exception of 99 and 00 iron headed 6.0 cranks as they were .4" longer. 01 and up 6.0's had a spacer that was bolted to the back of the crank, and could be removed to make it interchangeable.
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Originally Posted by Beatdown Z
(Post 5044893)
So it's safe to say that if I dropped in a LQ4 crank, the engine would rattle itself apart?
Basically it would beat the bearings out of the bottom end and cause a premature death. Is it worth ruining another crank or possibly the whole motor over $100 or less for balancing??? :hmmm: Even on stock rebuild stuff when I put new pistons or have the crank ground, I have it balanced and the difference is always noticeable compared to a factory Balance Job. That's my 2 cents worth any way. You could pick up a truck crank for $100 or less and a complete set of used rods for around $50. I have seen re-manufactured truck cranks in the $150 range if you look around. |
Originally Posted by Gadgetized
(Post 5044896)
From everything I have gathered, the 4.8 is a shorter stroke from the rest. The 5.3, 5.7, 6.0, and 6.2 share the same stroke and are interchangeable with the exception of 99 and 00 iron headed 6.0 cranks as they were .4" longer. 01 and up 6.0's had a spacer that was bolted to the back of the crank, and could be removed to make it interchangeable.
There are actually like 3 different 4.8 cranks but that's another story... They had a long rear snout crank for manual trans and 2 different narrow cranks for automatics. |
Sticky material right here.
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Originally Posted by 1FastBrick
(Post 5044899)
You could pick up a truck crank for $100 or less and a complete set of used rods for around $50. I have seen re-manufactured truck cranks in the $150 range if you look around.
I'm about to buy a used crank off ebay for $90 shipped. I just wasn't sure how much balancing would cost, and then grinding if it needs it. Going to call some machine shops tomorrow... As for the rods, I was only planning on replacing the one that spun the bearing. The rest of the bearings were in good shape. |
I dropped a new crank in the aforementioned LS2. Made my own reluctor wheel alignment tool and swapped to a 24X wheel. Worked out good.
Now I'm rebuilding another LS2 and I'm using an LQ4 crank. Had it balanced and metal had to be added to it, jacking up the cost of the balance job quite a bit. But, at least I know it will be a smooth running engine when I'm done with it. |
5.8, 5.7, 6.0, 6.2 use the same crankshaft also uses a 58X wheel... the 4.8 is a shorter stroke and uses a 24X wheel.... you can get a aftermarket crank and have the wheel you need installed on.
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