ls swap

[leos11104]

hello just wantin to know what vehical years i can get the 5.3 and the 6.0 from thanks

[kylepatrick03]

I'm not an expert on them, but I have a 2004 in the garage, and have been researching the swap, they started using them in 1999, but there are different versions them in the newer years, ie flex fuel, active cylinder management etc. And the Painless Wiring Kits for the fuel injection system go through 2004. The carb setup from MSD/Edelbrock may work on some of the newers ones. Also, if you go EFI you will need to get the computer repogrammed as well.

Kyle

[hugger6933]

If you are going with a 6.0 stay away from the 99 model. It had cast iron heads that didn't perform quite as well, plus they add uneeded weight. Also the crank flange spacing is different. Jim

[HillClimber]

all the reading i have done says to stay 03 or before, after that the changed to drive by wire, which is not horrible but you then have to mount a gas pedal from the newer model truck as well to get the electric signal to cpu. I am looking at doing a 6.0l swap myself

[Ackattack]

I'm using drive by wire. The benefit of it is it's easy to add cruise control....basically run a few wires from cruise control turn signal lever.

[68GMCCustom]

You can always go with a carb and a front mount dizzy...or use a carb and a GM, FAST, MSD or other LS controller for the spark.

How about one of the new LSX sportsman block based LSX's coming out soon?





LSX376 — Available Soon
GM Performance Parts takes the LSX Bowtie block and combines it with the LS3’s L92-style heads to create the LSX376 crate engine. This engine will be delivered without an intake manifold (and other accessories), but can be fitted with either a carburetor or production-style injection system to make it suitable for your street rod, ’57 Chevy or ’71 Camaro....or '67-'72 truck!

Specifications:
Part Number: 19171049 Cylinder Heads (P/N 12615879): Aluminum L92 style port; “as cast”
Engine Type: LSX Series Gen IV small-block V-8 with 68cc chambers
Displacement (cu in): 376 (6.2L) Valve Size (in): 2.16 intake / 1.59 exhaust
Bore x Stroke (in): 4.06 x 3.62 (103.25 x 92 mm) Compression ratio: 10.7:1
Block (P/N 19243171): LSX cast-iron with 6-bolt Rocker Arms (P/N 12569167 int): Investment-cast, roll trunnion
cross-bolted main caps Rocker Arms (P/N 10214664 exh): Investment-cast, roll trunnion
Crankshaft (P/N 12597569): Nodular iron Rocker Arm Ratio: 1.7:1
Connecting Rods (P/N 12607475): Powdered metal Recommended Fuel: 92 octane
Pistons (P/N 12166957): Forged aluminum Maximum Recommended RPM: 6600
Camshaft Type (P/N 12603844): Hydraulic roller Reluctor Wheel: 58X
Valve Lift (in): 0.551" intake / 0.522" exhaust Balanced: Internal
Camshaft Duration (@0.050 in): 204° intake / 211° exhaust




LSX454 — Available Soon
An engine with 454 cid will always recall legendary Chevys, and that tradition will continue with the all-new LSX454 crate engine. Based on the LSX Bowtie block, the new LSX454 will be delivered in Deluxe form, so you’ll get everything you need from the carburetor to the water pump, plus “LSX454” engraved valve cover logos.




Specifications:
Part Number: 19170112 Cylinder Heads (P/N 19201806): Aluminum LSX-LS7 port;
Engine Type: LSX Series Gen IV small-block V-8 "as cast" with 70cc chambers
Displacement (cu in): 454 (7.4L) Valve Size (in): 2.20 intake / 1.61 exhaust
Bore x Stroke (in): 4.185 x 4.125 (106.3 x 104.8 mm) Compression ratio: 11.0:1
Block (P/N 19243172): LSX cast-iron with 6-bolt Rocker Arms (P/N 12579615 int): Investment-cast, roll trunnion
cross-bolted main caps Rocker Arms (P/N 12579617 exh): Investment-cast, roll trunnion
Crankshaft (P/N 19170391): 4340 forged steel Rocker Arm Ratio: 1.8:1
Connecting Rods (P/N 19166964): 4340 forged steel Recommended Fuel: 92 octane
Pistons (P/N 19166958): Forged aluminum Maximum Recommended RPM: 6500
Camshaft Type (P/N 19166972): Hydraulic roller Reluctor Wheel: 58X
Valve Lift (in): 0.635" intake / 0.635” exhaust Balanced: Internal
Camshaft Duration (@0.050 in): 236° intake / 246° exhaust

[Ford Assassin]

Originally Posted by HillClimber

all the reading i have done says to stay 03 or before, after that the changed to drive by wire, which is not horrible but you then have to mount a gas pedal from the newer model truck as well to get the electric signal to cpu. I am looking at doing a 6.0l swap myself

I am nearly finished with my 2004 5.3 swap. The DBW is easy, just make sure you grab the pedal and control box from the donor.

It also looks cleaner IMO, no throttle cable on the firewall.

[drman929]

I agree with ford assassin. It was easier to install the DBW unit than to mess with the cable. It's also really easy to floor it....hehe

[HillClimber]

Originally Posted by Ford Assassin

I am nearly finished with my 2004 5.3 swap. The DBW is easy, just make sure you grab the pedal and control box from the donor.

It also looks cleaner IMO, no throttle cable on the firewall.

Originally Posted by drman929

I agree with ford assassin. It was easier to install the DBW unit than to mess with the cable. It's also really easy to floor it....hehe

i might have to go that route myself then. makes it easier to find an engine as well then

[leos11104]

how difficult is this swap

[Hart_Rod]

Originally Posted by leos11104

how difficult is this swap

That's a loaded question..........................