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i have been looking at some specs and am debating on whether or not it can be done easily.
what i am essentially talking about is running a steel 3500 crank in a 3.4 dohc.
this is what i know so far:
the strokes are the same
the main journals are the same
the 3500 rods are longer
the pistons are different
the 3500 rod journals are bigger 2.25 to 2.125
the 3500 block and oilpan is notched for these rods as they are wider, so the same will have to be done to the lq1.
the 3500 crank uses a 58x reluctor and the lq1 uses a 7x reluctor.
this is what i have come up with so far:
you can have custom pistons made for the 3500 rods and run 3500 rods and crank.
you can offset grind the 3500 crank to accept lq1 or small journal 350 rods or whatever.
you can use 4.3l v6 rods. they are 5.7 in. and have the same journal diameter as the 3500 crank.
what i need to know or do:
this is mostly concerning the use of 4.3l rods.
the pin diameter is different than the lq1 piston. .927 as advertised on summit vs .905. a buddy of mine says you can take the 4.3 rod and have a machinist change a bushing in it to accept a lq1 wristpin. is that true???
i need to know how wide the 4.3 rods are to compare to the other 3500 and lq1 rods to see how much meat to take off the block.
i need to know how thick the 4.3 rods are in comparison as well.
how much do the lq1 and 3500 rods weigh?
lastly the reluctor. there is a ompany called TCE that make an external 7x crank trigger kit for the pushrod 3.x. i think that if we either approach the company or modify one ourselves that it would work for our engines.
my thoughts:
with the steel crank and the beefy 4.3l rods which come in 2 variations for stock. 660 grams and 672 grams. the aftrmarket ones are 665 grams. i think this would yield a very strong bottom end allowing the boosters or sprayers to turn it up a notch.
your thoughts, opinions, info?
p.s. you lq1 turbo guys should be on this like a hobo on a ham sandwich.
what i am essentially talking about is running a steel 3500 crank in a 3.4 dohc.
this is what i know so far:
the strokes are the same
the main journals are the same
the 3500 rods are longer
the pistons are different
the 3500 rod journals are bigger 2.25 to 2.125
the 3500 block and oilpan is notched for these rods as they are wider, so the same will have to be done to the lq1.
the 3500 crank uses a 58x reluctor and the lq1 uses a 7x reluctor.
this is what i have come up with so far:
you can have custom pistons made for the 3500 rods and run 3500 rods and crank.
you can offset grind the 3500 crank to accept lq1 or small journal 350 rods or whatever.
you can use 4.3l v6 rods. they are 5.7 in. and have the same journal diameter as the 3500 crank.
what i need to know or do:
this is mostly concerning the use of 4.3l rods.
the pin diameter is different than the lq1 piston. .927 as advertised on summit vs .905. a buddy of mine says you can take the 4.3 rod and have a machinist change a bushing in it to accept a lq1 wristpin. is that true???
i need to know how wide the 4.3 rods are to compare to the other 3500 and lq1 rods to see how much meat to take off the block.
i need to know how thick the 4.3 rods are in comparison as well.
how much do the lq1 and 3500 rods weigh?
lastly the reluctor. there is a ompany called TCE that make an external 7x crank trigger kit for the pushrod 3.x. i think that if we either approach the company or modify one ourselves that it would work for our engines.
my thoughts:
with the steel crank and the beefy 4.3l rods which come in 2 variations for stock. 660 grams and 672 grams. the aftrmarket ones are 665 grams. i think this would yield a very strong bottom end allowing the boosters or sprayers to turn it up a notch.
your thoughts, opinions, info?
p.s. you lq1 turbo guys should be on this like a hobo on a ham sandwich.