Jason Haines @ LPE

We took delivery of our shop development 2014 Silverado 1500. This vehicle is equipped with the 5.3L L83 Gen V V8 engine.

I thought I would use this thread to show images of some of the components from the engine and the powertrain.

If you are interested in the chassis dynamometer results and acceleration testing results, I posted them in Dynamometer Results section of the forum.

Here is a link to that thread.

Jason Haines @ LPE

Here is an image of the L83 Gen V V8 engine cast iron crankshaft. 92mm (3.622") stroke, just like the previous engines. Weighs 53.8 lbs.



And here is the same crankshaft next to a Gen IV V8 crankshaft:

Jason Haines @ LPE

Here is an image of the Gen V V8 L83 camshaft next to a Gen IV camshaft:



Extra lobe that is wider than the others is at the back of the engine and drives the high pressure fuel pump.

Jason Haines @ LPE

Engine compartment with L83 engine:



with intake removed but sound deadening material still over injectors and rail:



with sound deadening pad removed, showing injectors and rails and valley tray:



thermostat housing and engine coolant temperature (ECT) sensor now mounted in water pump assembly (no longer in cylinder head):

Jason Haines @ LPE

The L83 truck engine runs a belt driven mechanical vacuum pump in order to generate vacuum for the brake booster.

Here is an image of the pump (attached to the block on the driver side low in the accessory drive):



Image of vacuum line that goes from the pump to the brake booster:

Jason Haines @ LPE

The L83 engine runs an eight wire mass airflow (MAF) sensor. Gen IV engines had a five wire sensor with two wires are for the intake air temperature and 3 wires are for the mass airflow. The added three wires are for a humidity sensor.

Here is an image of that sensor in the Silverado airbox assembly (passenger side):

Jason Haines @ LPE

The L83 runs a mechanical fuel pump off of an extra lobe on the camshaft. The pump is mounted at the back of the engine in the valley. The pump is fed low pressure fuel by a PWM controlled electric fuel pump mounted in the fuel tank.

Here is an image of the mechanical DI pump as it sits in the valley of the engine:



During testing of the vehicle, we recorded fuel pressure levels in the high pressure side of the system of 400 psi to 2200 psi.

Fuel pressure in the low pressure (lift pump) side of the system ranged from around 40 to 90 psi averaging between 46 to 55 psi depending on the test.

Jason Haines @ LPE

I will post more pictures of other engine and powertrain related components etc later.

Blackpanther99

iTrader: (8)

Very nice.

01WS6/tamu

iTrader: (37)

I see I'm not the only one who took apart new toys on christmas afternoon to see how they work.

GMRL

Have you gotten around to measuring intake port volume?

96 Comp T/A

iTrader: (8)

Is that a Key and Keyway I see on the snout? Sure looks like it from this angle.

Jason Haines @ LPE

Yes, that is a keyway.

Here is close up of that area:



and another view:

Jason Haines @ LPE

We will likely publish that data in the next few days.

I will try to remember to post it to this forum. I am posting everything to our own web site forum and then posting the specific information people ask for on other forums to those specific forums but I might miss some.

96 Comp T/A

iTrader: (8)

Any chance you could slide a set of calipers across that key and let us know how wide it is?
Thanks!

GMRL

Awesome. Ill have to check in on your website more often.
Im really curious on the improvements in cylinder head design.

bhobbs

I was wondering what that was. What is the reason for running a vacuum pump?

Wnts2Go10O

iTrader: (12)

read the post u quoted.

bhobbs

I saw that. Probably should have worded my question better. Do most cars use a vacuum pump? I thought most used manifold vacuum for the brakes. Is this changed for the LT1 or was it on the LS series as well?

LongIsland63SS409

iTrader: (22)

Thank you for sharing!
Any pictures of the VVT setup?
Is it similair in operation to the Gen 4 design?


Mike