Older 5.7 or newer 5.3
#1
Older 5.7 or newer 5.3
Can get a 1998-2000 LS1 5.7 with trans for say $2800
Can get a 2015 5.3 with trans for say $2800
LS1 ~ 340HP
5.3 ~ 350 HP
LS1 has no DOD/VVT ...... and is a true LS
The newer 5.3 have quite good power.
Any pros/cons asides from this ? With the camshaft options these days .....
I though there was a problem with the earlier LS1's pre 2000 cant remmeber.
Has anyone done a newer swap - like a 2017 ?
thx
Can get a 2015 5.3 with trans for say $2800
LS1 ~ 340HP
5.3 ~ 350 HP
LS1 has no DOD/VVT ...... and is a true LS
The newer 5.3 have quite good power.
Any pros/cons asides from this ? With the camshaft options these days .....
I though there was a problem with the earlier LS1's pre 2000 cant remmeber.
Has anyone done a newer swap - like a 2017 ?
thx
#4
Dont know anything about direction injection .......
Which way would you go joe ......
L83 or a older LS1.
#5
http://www.superchevy.com/how-to/eng...-get-familiar/
The fuel is injected into the airstream at extremely high pressure. The result is an optimum swirl effect and improved cooling of the combustion chamber.
So basically like a high pressure fuel rail seen in diesels ?
The fuel is injected into the airstream at extremely high pressure. The result is an optimum swirl effect and improved cooling of the combustion chamber.
So basically like a high pressure fuel rail seen in diesels ?
#7
Wasnt really a problem on the 5.7 though was it ??
Really only looking to start as stock ...... you know how it goes after that but since its going in a 57 truck probably never over 500hp.
Inferring from your comment though you like 5.3 option better ?
Really only looking to start as stock ...... you know how it goes after that but since its going in a 57 truck probably never over 500hp.
Inferring from your comment though you like 5.3 option better ?
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#8
TECH Junkie
iTrader: (11)
personally im not a fan of direct injection due to "excessive" carbon buildup. many vw 2.0 tsi get so bad that it gets to a point where the valves can no longer fully close. it was a sub $1000 job for vw to perform a clean. one of the reasons we got ride of it. the motors are still too new to see if they will have similar issues
#10
FormerVendor
iTrader: (1)
Join Date: Nov 2008
Location: Santa Ana, CA. USA
Posts: 2,157
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17 Posts
LS Crankcase Strength
Hi Fakky, the "early" LS-1 GEN-III Crankcase is VERY WEAK.
There is a hole between the Main bulkhead AND Camshaft bulkhead of 1" designed for windage improvement.
This crankcase will CRANK between those two locations when HP/RPM is increased past OEM design.
The GM "stated" cylinder distortion problem created by two different head bolt lengths used is another reason I WILL NOT FIT an early Crankcase.
Lance
There is a hole between the Main bulkhead AND Camshaft bulkhead of 1" designed for windage improvement.
This crankcase will CRANK between those two locations when HP/RPM is increased past OEM design.
The GM "stated" cylinder distortion problem created by two different head bolt lengths used is another reason I WILL NOT FIT an early Crankcase.
Lance
#11
#12
Hi Fakky, the "early" LS-1 GEN-III Crankcase is VERY WEAK.
There is a hole between the Main bulkhead AND Camshaft bulkhead of 1" designed for windage improvement.
This crankcase will CRANK between those two locations when HP/RPM is increased past OEM design.
The GM "stated" cylinder distortion problem created by two different head bolt lengths used is another reason I WILL NOT FIT an early Crankcase.
Lance
There is a hole between the Main bulkhead AND Camshaft bulkhead of 1" designed for windage improvement.
This crankcase will CRANK between those two locations when HP/RPM is increased past OEM design.
The GM "stated" cylinder distortion problem created by two different head bolt lengths used is another reason I WILL NOT FIT an early Crankcase.
Lance
I'll start reading up on a few L83 swaps.
i can do cheaper .... But there's a few of these floating around sub 30k miles
#13
TECH Resident
iTrader: (3)
Hi Fakky, the "early" LS-1 GEN-III Crankcase is VERY WEAK.
There is a hole between the Main bulkhead AND Camshaft bulkhead of 1" designed for windage improvement.
This crankcase will CRANK between those two locations when HP/RPM is increased past OEM design.
The GM "stated" cylinder distortion problem created by two different head bolt lengths used is another reason I WILL NOT FIT an early Crankcase.
Lance
There is a hole between the Main bulkhead AND Camshaft bulkhead of 1" designed for windage improvement.
This crankcase will CRANK between those two locations when HP/RPM is increased past OEM design.
The GM "stated" cylinder distortion problem created by two different head bolt lengths used is another reason I WILL NOT FIT an early Crankcase.
Lance
#14
OP, I wouldn't second guess or think anything Lance would say isn't factual. But, per the bolded text in your above post, I don't think his statement would be anything to worry about and wouldn't let that have much of a deciding factor in your case. If you're serious about no more than 500hp, you shouldn't be past the limits of an early LS1 block. You won't need to spin the motor much past 6,000 rpm, or at all, to get 500hp out of an LS1 block.
I think what I am gathering from this though is most guys here seem to like the newer variants over the older variants.
I'm sure one day I'll own a higher hp LS variant ..... But probably not in my DD 57 truck
So now just looking out for best deal .... If it's older so be it .... But the 350hp stock l83 sure looks interesting from a low mileage and HP perspective
#15
Anyone done a 2wd conversion using this kit ?
https://transmissioncenter.net/shop/6l80e-camaro-or-4wd-to-2wd-slip-yoke-conversion-kit/
Simple enough ?
Remove tranafercacse and trans tail housing... New shaft and seal .... Bolt back up ?
https://transmissioncenter.net/shop/6l80e-camaro-or-4wd-to-2wd-slip-yoke-conversion-kit/
Simple enough ?
Remove tranafercacse and trans tail housing... New shaft and seal .... Bolt back up ?
#16
TECH Regular
The issue in the pre 2000 ls1s was the rod bolts, sense you say you're not even shooting for over 500hp in the truck I would get the LS1 and be done with it then you dont gotta worry about the direct inj stuff and everything with the LS1 is easy and straight forward makes good power and if you maintain it properly it will run for a vary long time
#17
TECH Junkie
iTrader: (11)
The issue in the pre 2000 ls1s was the rod bolts, sense you say you're not even shooting for over 500hp in the truck I would get the LS1 and be done with it then you dont gotta worry about the direct inj stuff and everything with the LS1 is easy and straight forward makes good power and if you maintain it properly it will run for a vary long time
#18
Not sure if your in the wrong thread ? *shrug*
Seems hardest part now is finding a 2WD trans ....... I though the 4WD to 2wd conversion was easier than what it was. Seems like the output shaft is held in place with a snap ring/gear assembly ..... so requires full teardown.
Most guys talk about swapping tailhousings ...... but thats seems more to me for the VSS and physically housing the longer shaft once you remove the Transfer case adapter.