383 or LQ4?
 

I was originally planning to build a first gen 383 for my 69 Camaro. I am now starting to have other thoughts. I want to get a really good idea of what it would cost to finish the engine off either way to help make my decision.

Here is what I have for the 383:

• 4 Bolt Block
• KB Hypereutectic Pistons
• MSD Pro Billet Distributor
• MSD 6-AL Ignition Box
• RPM Air Gap Manifold
• Holley 750 Carb

By quick count that leaves me needing:

• Crank: ~$200
• Rods: ~$250
• Heads: ~$1200
• Camshaft and Valvetrain: ~$400
• Headers: ~$400
• Accessories and Pullies: ~$400

This is almost three grand just to finish off the 383. I am betting that I could get an LQ4 in the car and running for that price.

To get running I could pick up a used LQ4. I would need a new manifold to fir it in my Camaro (LS6 or similar), throttle body, injectors, etc. I would also need headers, accessories, and a wiring harness. Eventually, I would want to upgrade to some L92 heads, and would be forced to change the manifold. (I would do this from the beginning if the L76 intake manifold kit was still available)

It almost seems like the LQ4 route may even be cheaper. Especially if I consider selling the parts I have for the 388. So what are thoughts on this? Am I missing something very big that I should consider?

For reference, the car is a stock subframe, with stock style power steering and no A/C. I already have a T-56 that was planned to mate to the 383. The car will be a driver (part of the reason I want the EFI).

I just remembered one more item. Fuel delivery. I have a mechanical pump for the 383, so I would need some form of electric pump setup for an EFI. I plan to use the stock tank, so maybe one of Aeromotive's external pump assemblies would do it.

I know I am forgetting more...

Not sure but if the 6 spd is for 1st gen it won't fit LS motor
Wayne

The T-56 came out of a late model Camaro, but you may be on to something. I am not sure what year Camaro it came out of. If it was an LT1 equipped car, I was assuming it would still mate to an LS series engine.

Is this correct, or no?

You need a t56 out of a ls car it has a longer input shaft.

Looks like I'll have to some measuring then. Thanks for the heads up.

Anyone happen to know off the top of their head what the input shaft length is on an LS sized T-56?

I'll do some searching later...

So it looks like I have a T56 from an LT1 car.

I am running the conversion kit from Weir that gets rid of the odd clutch setup and switches to a hydraulic throwout bearing and a stock style clutch.

I put in a call to their tech line to see if this is adaptable to an LS engine without much effort. From my reading so far it seems like it may be possible by just swapping to the LS style input shaft, but I'll try to find out for sure.

So for the topic at hand, lets assume that the trans issue is an additional $500 to get everything set to work with an LS. What are the other thoughts on the old school 383 versus the new LQ4?

If I was starting from scratch I would go the LQ4 route for sure. All that motor needs is a decent cam and longtube headers and it making killer power.
Plus the stock heads flow like good aftermarkets for 23 degree's. Then like you said get the L92/L76 combo and pick up another 50HP or so.

Matt,

The LSx series motor is the better motor over a SBC period. As for your particular situation you can spend the extra coin you planned to use to finish the 383 and get a decent LSx. Then sell the 383 and anything that will not transfer over to the LSx (including the T56 if an input shaft won't solve your compatability problem) and have the LSx rebuilt and finished to your specifications. My $.02

Mal

dont forget the lsx headers..motor mounts, ignition......lots of lsx stuff to add up i thought of goingthat route....stayed with the gen 1, it was easier