Im new to the forum and new to the LS scene. Please be patient with me as i learn the ins and outs. I started this post so i have something to reference back to.

i have acquired a complete 2009 long block 250k LC9 with 243 heads that was removed and replaced by a reman long block. I have no sensors, wiring or valve covers currently. Came as shown in pics. I started with removing heads and found a #7 lifter failure. Cam wasnt bad but cam bearings aren’t impressive. Left bottom end in tact and unchecked at this point. This wont be an overnight build as i will be getting all the parts together over time. But i want to get the right parts and buy once.



the engine will be going into an old 68c10 thats 3400lbs and doesnt need alot of motivation. Im not gonna need 500hp to propel this truck and dont care much about power numbers with a 5.3. I would like to freshen it up with a hone and re-ring along with all new bearing and a dod delete setup like btr’s with a truck norris cam. Or should i break the bank and buy .030 mahle drop in pistons and have a true round bore to start.

 

You have Gen IV rods, so that's a plus. Easy to swap pistons. I would disassemble, clean, and measure all of the bores. If you are out more than .002-.003, bore taper-wise, I'd have it bored ( or just honed .005 if the shop says that will work ). Or you can cheap out, do a brush hone at home and new rings and bearings. It will probably do just fine for such a mild build. Even a mild cam will put that engine at 450 HP, so even if you don't want a lot of power, you'll get it anyway, lol.

 

thanks for the response. I dont ask for alot of power just dont wanna have any issues. Dont plan on hot rodding much just love the sound of a good ol’e lumpy small block and looking for the reliability of a ls and overdrive trans.

 

You have to assess what you wish the truck to do.

If you like it doing normal truck things a heavy cam may not be the best, not to mentioning spring height issues and having to retune the ECM.

 

truck will be used as a driver. Car shows, weekends, cruises, work commuter, taking the dirtbike’s to the coast. Dont wanna have a one trick pony i wanna use the truck for everything. I definitely wont be towing anything and a couple dirtbikes shall be the largest load.

 

Some of my questions for the build are.
what valve covers do i get gen 3 or gen 4
what coils?
what flexplate and starter?
I will definitely be getting the 302-2 oil pan.
probly some 1 7/8 long tube speed headers.
trans will be a 4l60e
As for intake im thimking i may break the bank at the end and get the fast lsxrt.

 

There are all sorts of valve covers for these, even amongst one generation. I have 3 sets in my garage right now and they're all different. The biggest thing with valve covers is how you want to set up your PCV system. Me, I'd put a catch can in the mix regardless, as all LS engines tend to consume oil through the PCV system. I couldn't tell you what exact covers to get, but if you research some PCV diagrams, you'll be able to figure it out. If you need some covers, I might be able to help you out, unless you want to go aftermarket. I just went to the scrapyard and got some 510C coils, which are used on the LS3 and I believe are what originally came on the LC9 as well. Flexplate and starter, I wouldn't know. I just have ran stock starters and 2 out of 3 of my LS powered rides are manuals, lol. Intake-wise, the LSXRT is probably overkill, unless you are also buying it for looks. The Trailblazer SS intake is a proven ( and cheap ) performer, and is likely what was on your LC9 stock.

 

Ill check into the pcv more. Catch can would be just fine with me. Im trying to get more of an understanding with this lil 5.3 ls but can see myself making a 408 or larger later on thats the only reason i would do the lsxrt intake and have it for a later build. And the engines look dinky in a c10 so theres plenty of room

 

Depending on the casting number of that block, Steve at R.E.D. could sleeve it so you could easily make a 427 out of it. Not the cheapest option, but they're really nice and can handle anything you throw at them. With that said, I have a 6.0 block that I'm going to build into a 408 just for the hell of it, once I finish my Firebird build.

 

seen some of the re-sleeve posts. Not sure i want to spend that much on the first time around. But definitely what id want in the future. Heres the number

 

Think you are missing the fun/magic of a JY LS motor. You don’t need to do anything really. Inspect it. If nothings wrong, put it back together completely stock! No replacing bearings, rings, machine work, etc. Its simply not needed. Esp if you aren’t trying to set the world on fire power wise. I’ve yet to see one that was bad. And I’ve probably have 12 of them now. Just get the thing in the truck and running.

Super common for the LC9 to munch a lifter. All of mine had that. Id suggest new lifters and trays (summit brand is fine). I also like to sell those 243 heads as they are overrated. I always get $400 for mine selling local on FB. Then I buy the small valve heads none wants super cheap. (706/862 casting). This will bump your compression and allow more power and usually run about $100-125 for the set.

What fuel do you have available? Plan on running premium? E85 an option?

Your 4l60e is going to be a weak link and then some. They are the equivalent of a th350 with OD. Even “built” at your weight they aren’t good for much and won’t last long at that. I’d look into a 4l80e or a th400.

you can get the cheap china 302-2 copy oil pans for like $125. They work great. I’ve used several.

Save your money on the LSXRT intake. Its just not needed. The truck intakes are great. Esp. The newer TBSS style. They are right on par with that LSXRT. Giant waste of money to run that intake IMO.

If you want to break the bank. Buy a bigger cam, mill the small CC heads, and do a valve job while you’re at it. Will make a MUCH bigger power difference.

Any LS coil will work fine.

 

thanks for the advise. I have whole heartedly just thought about the cam, lifters and trays then reassemble. But take many words of advise from those in the know. No e85 here so i prefer to stay 91oct. If i were to reuse the 243 heads is that truck norris something i should avoid? Last but not least, as for trans i can look for a 4l80e beings i dont have anything

 

IMO, the 2 biggest appeals of the Norris cam are… it sounds cool and you can run cheap springs and push rods. The NSR version says you can use the tired old OEM springs even. So its more of a budget friendly good sounding cam. Its def. not the best for power production. Not even close.


If you want a decent cam to run with a cheap ls6 style spring (or the $80 cheap BTR ls6+ spring) You might look into the MADMAX from TSP. 228/232 .550"/.550" 110+5 And it made 82hp and 18ftlbs over the stock cam. Pretty healthy gain over the Norris.

The first time the 4L60 craps out on ya and needs repair, you’ll wish you would have went with the 4l80e. Personally I’m not a big fan of either, as they are computer controlled trans and both rather large and heavy. If you really don’t care about performance so much. Just gear the truck to cruise at the RPM you find reasonable and live with a standard 3 speed manual valve body TH400. Would be less of a headache all around IMO.

https://spicerparts.com/calculators/...rpm-calculator

 

Why manual body?

When I was doing my due diligence researching choices of trans for a Gen V I realised that controllers were an issue. I unfortunately never consided the THM400; with 2.93 gears it would have been a very nice fit.

 

Personal preference I suppose. Most “performance” valve bodies are manual is all. It’s a more robust and “trouble free” design IMO. The TH400 has been around for 60 years. Has a better aftermarket and more people are familiar with modifying them for performance. I prefer a glide myself. Its even lighter weight and a more simple design with the same 1:1 final gear. But may not be the best trans for your application.

Could also go with a cheap trans brake setup on the TH400. Makes a huge difference if you put a sticky tire on it. But I’m more of a strip/street hotrodder type, not the other way around.

 

i have a th350 sitting around never considered it actually. Worst problem is that i would need some rear end gears. My truck has 4.10’s i believe. Damn old under powered inline 250 chevy. Haha

 

TH350 are damn good transmissions. I had a junkyard one, just changed the filter and used synthetic fluid and threw it behind a 455 Olds with a good cam - did very well. I would find out how the Summit THM350 trans get away without a kickdown cable* and run your 350 with a set of 3.23's out back.

*unless your LC9 uses a throttle cable - not sure there.

 

hmmm. Makes me wonder about cruising rpms as i have a 27.5 inch tall tire.

 

Forcefed left a very good calculator.

3.42's would give you 3,000 rpm at 70 - good for central Oregon and tooling around town.

https://spicerparts.com/calculators/...rpm-calculator

 

First off how much stall would be needed? And lets just imagine that cam for a moment behind a th350 with 3.23 gears cruising at 65mph and 2634rpm’s. Is that a fair operating range at 65?