Josh132

Hey guys I didn't know where to put this thread so I figure it would go good here since it has to do with the turbocharging...well I wanted to know if the lnf head would fit on the lsj block cuz I plan on turbocharging my lsj and if it just bolts rite up or I would have to do some modifying to get it to fit?

SylverSS/SC

iTrader: (3)

you'd need the mechanical fuel pump for the direct injection as well. pretty sure it's cast into the block like the old V8's

Josh132

So its possible jus modification I gotta do to make it work...or I'm better off just stayin wit the lsj head and building the whole block?

SylverSS/SC

iTrader: (3)

building the whole block

I don't know if it's possible. you'd have to completely swap in the lnf fuel system

I might be wrong about the direct injection fuel system. It might be simpler than I think

Chevycobaltss3

iTrader: (2)

The pump is on the head..... Block is the same basically. There are.some.differences

Josh132

Yea cuz I know I would have more options as far as furl upgrades wit the lsj head...wat differences are there and wat would I have to do to swap it?

Chevycobaltss3

iTrader: (2)

Technically .. no point for a lnf head you can't use the vvti feature unless your a lnf already. And the differences are. Like the knock sensor poittion and ect

Josh132

O ok gotcha...yea I'm jus gonna stay wit the lsj head and jus build the whole block...cuz I know there's more options out there for buildin it and more options for fuel upgrades...thanx for the input =D

SSlobalt

I don't know why anyone would want the LNF fuel system. I don't see the benefit. Carbon build up on the valves, injector seals disappearing, and running out of fuel when running E85. Not good.

Josh132

Well I wasn't really wantin the lnf fuel system I jus thought there was a way to use the head but still use the lsj fuel setup and all that

SylverSS/SC

iTrader: (3)

the electric fuel pump isn't capable of creating the pressure the injectors need

cobaltssoverbooster

the lnf cylinder head flow air completely opposite of the lsj head. yes air in and air out but the intake ports in the lnf head are specifically designed to make the air swirl in a specific way to mix the direct injected fuel with the incoming air in the most efficient way possible. thats why no one has a fully ported head, it will require to much r&d and r&d has a big price tag these days with the new simulation software out.
for fuel as long as there is a decent pressure recieved to the hpfp which is in the head the system will work. the lnf does not have a high pressure pump sending fuel from the gastank all the way to the engine.
in short:
1) you cant just swap it over and say i want to run standard injection, the head is designed just for the di you would most likely loose alot of the potential power.
2) you will have to change the harness and ecu just for the lnf head because of the 24v injector drivers and they way the injectors are crank deg* window controlled
3) camshafts can be cusom made but once the ecu sees the cams dont move your screwed....instant and continuous limp mode.
4) and injector seals to blow out, the currecnt fix is to have installed the 2010-2011 black E-Blend compatible seals and then keep an extra set on hand with intake manifold gaskets so you can fix it again.


your best bet if you dont want to buy a crate eng and swap is to talk to zzp about the different setups.

i know for a fact the 2.4 le5 crank fits in the lsj and it has a longer stroke so when all built it would come out to a 2.1 L lsj stroker. and if you port the lsj head you can doubble the flow over a lnf because the injectors dont change the intake runner space. if you do port an lsj have it done by a pro who can match the flow to your camshafts lift. ther is no reason to go for high flow numbers for a range your cam does not push your valve to.

anyways thats probably enough info for now sorry for making it long

terry11

iTrader: (6)

You have it backwards man. Find a gen 2 block and bolt YOUR head to it. Build your head and you could leave the lnf short block bone stock if you wanted, maybe change out the pistons if you wanted and be way stronger than the LSJ rotating assembly.

Like they were saying you don't want direct injection, it has fuel limitations that us lsj's will never have to worry about and you can experiment with the head port wise as much as you desire. So in short LSJ head+LNF block/ rotating assembly=win

Zooomer

iTrader: (1)

All LSj motors 2.0, 2.2, 2.4 will interchange in terms of fitment. cranks, piston bore on 2.0 and 2.2 is the same, heads swap over, etc.

but the LNF has variable cam timing, needs a pressurized oil port that is missing in the gen 1 block. The LNF heads flow for crap due to direct injection design, you have the injectors to contend with, and more. In other words, you absolutely cannot do and wouldn't want to do what you're asking

ebristol

iTrader: (4)

What about an LE5 VVT swap Zooom?

Matt M

The LNF head on the LSJ would also raise compression because the LNF combustion chamber is smaller.

If you wanted to do a challenging, but potentially valuable swap- swap in a 2.1 with a gen 2 block and 2.4 ecm and wire harness. Or take the easier route and buy a 2.4 car and install the 2.1 short block. Then you have vvt, more cubes, and you can port the head, run whatever injectors you want, etc...

Josh132

thanks for all the advice and input guys got some pretty sick setups as options cuz i am gonna go turbo on my lsj and want to see wat i can do, i like the whole lsj head on the lnf block, is that possible and would there be any modifications that i would have to do to be able to do that swap?

terry11

iTrader: (6)

Do some reading man. There's tons of info out there

Maven

iTrader: (1)

You would need to build the LNF block with LSJ internals or get custom pistons. LNF pistons are designed for direct injection and wont be happy with an LSJ head. Just call ZZP and get a built block or motor and save yourself the time and aggrevation