Swap LS1 for LS3?
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Teching In
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Swap LS1 for LS3? My 2004 C5 has about 160k on the motor. Just swapped out the tranny after it went south for a 4l65e. Although I have no current issues other than a minor coolant leak, I am wondering if it is time to either rebuild the motor, put a new factory built one in or swap it out for an LS3.
Not in a hurry since I still have plenty of power and no issues but trying to think ahead. Suggestions or recommendations appreciated.
Not in a hurry since I still have plenty of power and no issues but trying to think ahead. Suggestions or recommendations appreciated.
I wouldn't worry about the mileage. I've seen ls1s take a beating for up to 250,000 miles. Of course that's not to say you might not have an issue.
Swapping from Gen III to Gen IV can get tricky due to the PCM versus crank reluctor wheel. The only "easy" one is a swap to a LS2 from an early GTO or I think Trailblazer that had the 24x reluctor wheel like a LS1 does. The others require a conversion box.
I would look at a professionally built shortblock instead. Could be a rebuilt LS1, 383 LS1 stroker, LS2 with correct crank, or LS2 stroker with correct crank. Just depends how much you want to spend and what kind of power you want. There are also always the iron options but I'd hate to see a Corvette get one of those for no good reason.
Swapping from Gen III to Gen IV can get tricky due to the PCM versus crank reluctor wheel. The only "easy" one is a swap to a LS2 from an early GTO or I think Trailblazer that had the 24x reluctor wheel like a LS1 does. The others require a conversion box.
I would look at a professionally built shortblock instead. Could be a rebuilt LS1, 383 LS1 stroker, LS2 with correct crank, or LS2 stroker with correct crank. Just depends how much you want to spend and what kind of power you want. There are also always the iron options but I'd hate to see a Corvette get one of those for no good reason.
Teching In
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My 2004 C5 has about 160k on the motor. Just swapped out the tranny after it went south for a 4l65e. Although I have no current issues other than a minor coolant leak, I am wondering if it is time to either rebuild the motor, put a new factory built one in or swap it out for an LS3.
Not in a hurry since I still have plenty of power and no issues but trying to think ahead. Suggestions or recommendations appreciated.
Not in a hurry since I still have plenty of power and no issues but trying to think ahead. Suggestions or recommendations appreciated.
You can match the 430hp LS3 with an heads cam LS1, For a lot less cash
What's ur target horsepower?
I have a 2015 Chevy SS and while I know the torque management is a problem but I am NOT impressed with the lack of lowend and response. My LT1 stuff ran the same at the dragstrip at a little more weight with less gear, more stall and a LOT less HP but a torque curve that starts a LOT sooner. My ZZ4 cam only setup in my Caprice ran within .1 of my SS and only dyno'd 290rwhp, the A6 SS dynos more like 355. The ZZ4 cam is 208/221 .474/.510 Stock the LS3 has a little less duration but more lift and almost a point more compression. The LT1 was an iron head Caprice motor with 10:1 compression 2800stall 3.42.
The 6L80E has a 4.03 first compared to the 3.06 in a 4L60E so basically a LS3 with the 3.27(Camaro and SS) gear behind it is like a 4L60E with 4.10s in the axle, slightly deeper even. Yet it doesn't pin you to the seat like you would expect that kind of gear to.
The 6L80E has a 4.03 first compared to the 3.06 in a 4L60E so basically a LS3 with the 3.27(Camaro and SS) gear behind it is like a 4L60E with 4.10s in the axle, slightly deeper even. Yet it doesn't pin you to the seat like you would expect that kind of gear to.
Removing torque management makes a HUGE difference. I'm not sure if you have tuned it or not, but its hard to explain the night & day difference. I have not driven an SS, nor know its weight. The A6 has its own little ecm, which also benfits from tuning. Being a 15 I'm sure you dont want to mess with it too much. I had a 6.0/6speed auto 2500HD that was near embarrassing until tuned. It couldnt get out of its own way. It would spin the tires, pull hard, and bark the tires on the 1-2 shift after some computer tweaking. Cali Kid- maybe a 24x LS2 with a cam would be a nice affordable swap when the time comes. Very minor modifications needed to make it a drop in.
The SS is 39XXlbs so just within 100lbs of my Caprice. When you break down the compression, displacement, flowbench numbers the LS3 design does NOT seem to justify itself. The LS6 made more HP per cube despite the .4 extra compression and 25% flowbench advantage of the LS3.
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12 Second Club
Joined: Sep 2005
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From: Bucks County, Pa.
Are the various problems one hears about the LPE (or whomever else makes them) conversion/translator boxes true, or just total rumor??
I've had builders tell me it IS worth it to open up an LS3 going into an LS1/2 ECM car and physically install the 24 tooth reluctor onto the LS3's crank.
I've had builders tell me it IS worth it to open up an LS3 going into an LS1/2 ECM car and physically install the 24 tooth reluctor onto the LS3's crank.
Thread Starter
Teching In
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currently dyno at 445 @ the rear wheels. The motor is not stock. Aside from the Z06 suspension, Z06 exhaust, I have a cam, had the head redone, a different intake manifold and upgraded the injectors. I would like to get to about 500hp if possible without upgrading to a Z06.
Thread Starter
Teching In
Joined: Aug 2015
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I have a 2015 Chevy SS and while I know the torque management is a problem but I am NOT impressed with the lack of lowend and response. My LT1 stuff ran the same at the dragstrip at a little more weight with less gear, more stall and a LOT less HP but a torque curve that starts a LOT sooner. My ZZ4 cam only setup in my Caprice ran within .1 of my SS and only dyno'd 290rwhp, the A6 SS dynos more like 355. The ZZ4 cam is 208/221 .474/.510 Stock the LS3 has a little less duration but more lift and almost a point more compression. The LT1 was an iron head Caprice motor with 10:1 compression 2800stall 3.42.
The 6L80E has a 4.03 first compared to the 3.06 in a 4L60E so basically a LS3 with the 3.27(Camaro and SS) gear behind it is like a 4L60E with 4.10s in the axle, slightly deeper even. Yet it doesn't pin you to the seat like you would expect that kind of gear to.
The 6L80E has a 4.03 first compared to the 3.06 in a 4L60E so basically a LS3 with the 3.27(Camaro and SS) gear behind it is like a 4L60E with 4.10s in the axle, slightly deeper even. Yet it doesn't pin you to the seat like you would expect that kind of gear to.
After A1 transmission allegedly rebuilt my 4l60e in 2013, I only had a chance to put about 4200 miles on it before it burned out. Apparently the rebuild was not as claimed since it was supposed to be a 4l65e in place.
Right now I have a custom built 4l65e with all of the top of the line upgrades made. Big difference in performance. I had noticed also that prior when I had my K&N air filter on (with all extra air from removing the stops in the nose which blocked air intake) the car would lunge as if it had a stage 2 kit in it when I kicked it in the ***. Does the same thing with the new tranny sans the K&N.
I had a 346 LS1 in a Jaguar XJ6 and I wound up swapping it out for an LS2 408 with LS3 heads. etc. It was a PITA. If I had to do it over again I would just build a Gen3 383 stroker. Less hassle.
After A1 transmission allegedly rebuilt my 4l60e in 2013, I only had a chance to put about 4200 miles on it before it burned out. Apparently the rebuild was not as claimed since it was supposed to be a 4l65e in place.
Right now I have a custom built 4l65e with all of the top of the line upgrades made. Big difference in performance. I had noticed also that prior when I had my K&N air filter on (with all extra air from removing the stops in the nose which blocked air intake) the car would lunge as if it had a stage 2 kit in it when I kicked it in the ***. Does the same thing with the new tranny sans the K&N.
Right now I have a custom built 4l65e with all of the top of the line upgrades made. Big difference in performance. I had noticed also that prior when I had my K&N air filter on (with all extra air from removing the stops in the nose which blocked air intake) the car would lunge as if it had a stage 2 kit in it when I kicked it in the ***. Does the same thing with the new tranny sans the K&N.