WHy do so many people choose the 5.3?
05-22-2013, 06:31 AM
#22
Staging Lane
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Out here in Australia, the LS 5.7, and 6.0 are the most common engines. Used in our local GM cars since 1999. Still bringing big $ though. No 5.3 unless in the imported Chev pickups, so no wrecking stock.
It would be nearly cheaper for us to import the 5.3 from you blokes, than use our 5.7.
Cheapest way for us to do a conversion is to buy a whole wrecked car(as I did for my conversion)
It would be nearly cheaper for us to import the 5.3 from you blokes, than use our 5.7.
Cheapest way for us to do a conversion is to buy a whole wrecked car(as I did for my conversion)
05-22-2013, 08:55 AM
#23
Out here in Australia, the LS 5.7, and 6.0 are the most common engines. Used in our local GM cars since 1999. Still bringing big $ though. No 5.3 unless in the imported Chev pickups, so no wrecking stock.
It would be nearly cheaper for us to import the 5.3 from you blokes, than use our 5.7.
Cheapest way for us to do a conversion is to buy a whole wrecked car(as I did for my conversion)
It would be nearly cheaper for us to import the 5.3 from you blokes, than use our 5.7.
Cheapest way for us to do a conversion is to buy a whole wrecked car(as I did for my conversion)
05-22-2013, 12:05 PM
#25
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I don't think anyone is assuming they are all iron blocks just the vast majority of them. The aluminum block 5.3's can go for as much as a 6.0 unless you get lucky. My iron 5.3 has been 9's and will be going 8's.
05-23-2013, 05:19 PM
#28
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Man I thought I got a deal when I bought my 5.3L 4 years ago for $600. Supposedly a 60K mile engine and I got complete engine and gas pedal. Seeing some of you pay $75 - 200 for your 5.3s makes me think that I paid too much now...
05-23-2013, 08:00 PM
#29
Staging Lane
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05-23-2013, 09:21 PM
#31
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without any number crunching that is assuming the pin height on a 6.0L piston is the right height for that combo without going custom rods to keep compression in check. Would like to stick the longest rod possibly in this combo to keep rod angle low and relieve the motor at those RPM's some. I'm gonna have to crunch a calculator tomorrow now thanks 
05-23-2013, 09:36 PM
#32
Found this on another site;
So now you ask whats the diff between a 4.8L and 5.3L and why do they use the same block???
They use the same Bore but a 4.8L has a shorter stroke with a longer rod.
LR4 4.8L=3.267 (83mm) Stroke with 6.275 rod
LM4/LM7 5.3L=3.662 (92mm) stroke with 6.098 rod
LQ4/LQ9 6.0L=3.662 (92mm) stroke with 6.098 rod
Based on this to use the 4.8 crank you would need either custom rods or pistons.
I don't know if the pin could be moved up that much and not interfer with the rings. Might be worth looging into though.
So now you ask whats the diff between a 4.8L and 5.3L and why do they use the same block???
They use the same Bore but a 4.8L has a shorter stroke with a longer rod.
LR4 4.8L=3.267 (83mm) Stroke with 6.275 rod
LM4/LM7 5.3L=3.662 (92mm) stroke with 6.098 rod
LQ4/LQ9 6.0L=3.662 (92mm) stroke with 6.098 rod
Based on this to use the 4.8 crank you would need either custom rods or pistons.
I don't know if the pin could be moved up that much and not interfer with the rings. Might be worth looging into though.
05-24-2013, 07:42 PM
#33
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I usually buy the 6.0's but the biggest advantage the 5.3's have I think is really availability. Consider how many 1/2 trucks are made and sold in comparison to 3/4 or 1 ton trucks. plus those 3/4 or 1 ton trucks have diesel options. i guess the 1/2 tons also have the v6 option but i would assume GM has as many if not more duramax engines sold as they do v6's in the gmt 800/900 series trucks.
Plus there cheap cause of the availability and make good power. how can you go wrong?
Plus there cheap cause of the availability and make good power. how can you go wrong?
05-25-2013, 04:04 AM
#35
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we have plenty of 5.7, 6.0 and 5.3 thanks to Australian sedans and American trucks and SUVs you can pick whatever engine for cheap, even complete wrecked cars are plenty and cheap
