LS3 Engine Builder/Vendor Question
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LS3 Engine Builder/Vendor Question Hello everyone,
I am doing a restoration-restomod conversion on my '69 Camaro SS/RS convertible. I picked up a pretty decent LS3/TR606 combination from a 2013 Camaro SS rollover car with less than 25K on the engine. I originally intended to drop this into the new Heidt subframe that I purchased, but I am being presented with numerous additions and changes to make it work. I know there is a lot of experience in this forum and I would like to ask a couple of open-ended questions:
I am weighing the cost of converting everything on the existing LS3 versus selling it and buying a complete and 'drop-in' ready engine.
Thanks everyone!
Chris
I am doing a restoration-restomod conversion on my '69 Camaro SS/RS convertible. I picked up a pretty decent LS3/TR606 combination from a 2013 Camaro SS rollover car with less than 25K on the engine. I originally intended to drop this into the new Heidt subframe that I purchased, but I am being presented with numerous additions and changes to make it work. I know there is a lot of experience in this forum and I would like to ask a couple of open-ended questions:
- Am I better selling the LS3, then purchase a built/prepped LS3 from Southern Performance, Mast, or Texas Speed & Performance?
- Does anyone have experience with any of the vendors I listed above? If so, would you recommend them?
I am weighing the cost of converting everything on the existing LS3 versus selling it and buying a complete and 'drop-in' ready engine.
Thanks everyone!
Chris
Chris,
A LS3 is a LS3...I see no reason why you would want to get rid of it in favor of another LS3. If I was you, I would get the LS3 GMPP harness and ECU and call it a day.
The TR6060 will require some massaging because of the fixed output yoke, but that's not the end of the world.
Andrew
A LS3 is a LS3...I see no reason why you would want to get rid of it in favor of another LS3. If I was you, I would get the LS3 GMPP harness and ECU and call it a day.
The TR6060 will require some massaging because of the fixed output yoke, but that's not the end of the world.
Andrew
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Thanks Andrew-- you response makes perfect sense! Indeed, why sell an LS3 to buy an LS3?! The engine I purchased has the GM harness and controller. From what I have been able to determine, it has to be "flashed." What is entailed in dealing with the fixed output yoke in the TR6060?
Thanks!
Chris
Thanks!
Chris
Thanks Andrew-- you response makes perfect sense! Indeed, why sell an LS3 to buy an LS3?! The engine I purchased has the GM harness and controller. From what I have been able to determine, it has to be "flashed." What is entailed in dealing with the fixed output yoke in the TR6060?
Thanks!
Chris
Thanks!
Chris
I don't have first hand experience dealing with the fixed yoke on a TR6060. Since this is going in to a Camaro, you will need to have some sort of slip in the drive shaft to accommodate the movement of the rear end. There are various vendors that can build a driveshaft that has a slip mechanism built into the driveshaft, so I would look into that.
Andrew
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Or you could install a rear IRS (independent rear suspension) subframe and retain the fixed driveshaft 
I think you'll be happy with that motor as is. Perhaps it is worth installing a hotter cam while it is out, that is probably overkill.
I have an L92 in my '51 Ford truck. (L92 = truck version of LS3, also AL and 6.2L, just different cam and variable valve timing). It had 150k miles on it and runs beautifully. I just resealed it while it was out.
Plenty of giddy up.
Doug
I think you'll be happy with that motor as is. Perhaps it is worth installing a hotter cam while it is out, that is probably overkill.
I have an L92 in my '51 Ford truck. (L92 = truck version of LS3, also AL and 6.2L, just different cam and variable valve timing). It had 150k miles on it and runs beautifully. I just resealed it while it was out.
Plenty of giddy up.
Doug
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Thanks Andrew... I will look into the yoke adapter. I will definitely consider the cam change. I have been reading about the various configurations. I did, by the way, decide to keep the LS that I picked up. I am going to change out the front serp, however. Is there a market for used complete LS3 GM factory serpentine systems with AC, Alt., PS, etc.?
Chris
Chris
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If the budget allows it, check out the new Art Morrison IRS. It is an amazing system. If you go with the IRS, then The Drive Shaft shop can make you a driveshaft with a plunging CV joint in the front. That will allow for the minimal movement with the IRS and solve your trans flange problem.
Andrew
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Morrison Thanks Andrew-- I actually wrote to "The Driveshaft Shop" and Frank said the exact same thing. I actually looked for the AM IRS and had a difficult time finding the cost. Heidt's system --front and rear--can be had for around 13K with the upgrades I want. I have some time-- we are sending the body to the blaster on Monday.
Chris
Chris
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Be careful about cam swaps as I recall the manual trans LS3 is like its Corvette cousin, it has no valve notches for increased valve lift. Look at the specs of the GM HOT and ASA cams they have low valve lifts to prevent valve to piston contact. The HOT is in the LS3 480HP motor and the ASA cam is used in the LS3 525HP combo, niether is a great camshaft in my opinion. I was going to recam my 2010 LS3 with a Comp grind to somewhat match the GM ASA cam but even with 0.588 int/0.608 exh lifts I ran out of piston to valve clearance and went ahead and installed Mahle pistons in my build. Auto trans LS3s have DOD variable valve timing, they have notched pistons as do most of the other 6.2L motors as most have DOD feature.
Thanks Andrew-- I actually wrote to "The Driveshaft Shop" and Frank said the exact same thing. I actually looked for the AM IRS and had a difficult time finding the cost. Heidt's system --front and rear--can be had for around 13K with the upgrades I want. I have some time-- we are sending the body to the blaster on Monday.
Chris
Chris
The AM IRS has a lot of different options in terms of the diff and axles. I would give them a call and discuss your needs, as they will guide the cost.
Andrew
Be careful about cam swaps as I recall the manual trans LS3 is like its Corvette cousin, it has no valve notches for increased valve lift. Look at the specs of the GM HOT and ASA cams they have low valve lifts to prevent valve to piston contact. The HOT is in the LS3 480HP motor and the ASA cam is used in the LS3 525HP combo, niether is a great camshaft in my opinion. I was going to recam my 2010 LS3 with a Comp grind to somewhat match the GM ASA cam but even with 0.588 int/0.608 exh lifts I ran out of piston to valve clearance and went ahead and installed Mahle pistons in my build. Auto trans LS3s have DOD variable valve timing, they have notched pistons as do most of the other 6.2L motors as most have DOD feature.
Andrew