My SSR: Lonnie lites,confidence by simple Engineering
05-06 have the ls2 with a different intake than the vettes because of hood and the best ones 03-04 have a aluminum version of the 5.3 truck motor with some extra horses the difference between the two is 100 poniesand premeium fuel requirements
05-06 have the ls2 with a different intake than the vettes because of hood and the best ones 03-04 have a aluminum version of the 5.3 truck motor with some extra horses the difference between the two is 100 poniesand premeium fuel requirements
Ya mean mine has a TRUCK motor in it??? Wouldn't I rather have a Vette motor????
Ya mean mine has a TRUCK motor in it??? Wouldn't I rather have a Vette motor????
They all have "truck" motors. The 5.3L is identical to a 5.7L LS1 save the displacement (bore is smaller) and different heads. The 5.3L share the same crank, connecting rods, and in many cases, cam shaft as the LS1.
All SSRs have the "truck" intake, oil pan, and front engine accessory drive (FEAD) system.
I'll have to take a look at WOW's tech article. I'm planning on doing an engine build up for my Silverado starting with a junk yard 5.3L engine and having it bored out to 5.7L dimensions. Essentially - building an iron block LS1. New heads and cam and I think I can push the 400HP barrier. I don't think I'll be pushing the limits as far as Jim G's done in the past (no supercharger or turbo), but it should still be fun.
My SSR: 2005 Redline Red 6sp (named:Stuart Little)
Another 2 cents worth.............
There is actually a book by Will Handzel "How to build High performance Chevy LS1/LS6 V-8s" that is a great reference source that outlines the differences and interchangeability of GEN III-based engines. If you are looking at used engines(salvage safari) keep your eyes peeled for Denali or a 2500 series truck because they came with a cast iron 6.0,they have been the hot ticket for wicked builds because they can be bored/stroked out to 7.0 liters. That's a 427 that can take abuse because the block is stronger than the ZO6 block.Also nothing beats cubic inches like more cubic inches. K
My SSR: 05 6 sp. with 4.56 gears, ZR1 clutch, Edelbrock intake, Lunati cam, Crane rockers, C6 modified pan
Yes, the Will Handzel book is very helpful, though mine is an early addition and I believe there's an updated version now available. Concerning the two motors in the SSR, the 5.3 is a Gen 3 and the LS-2 is actually a Gen 4. The LS-2 has a few differences but I don't get labeling it a new generation. From what I can gather, there are subtle block changes with the most notable being a 4.0" bore. They moved the knock sensors external and moved the cam sensor to the timing cover. The heads and cam are basically LS-6 to free up breathing. The compression ratio is quite high at 10.9 to 1, so high octane fuel is needed to keep the knock sensors happy. That is certainly an issue in our heavy rides with relatively high gearing.
There are more and more good cylinder heads coming out all the time. Unfortunately with a 5.3 you must be careful because you are very limited, by the small bore size, in what you can swap to. For instance the factory L-92 heads need at least a 4.0" bore to operate. Even the LS-1 with a 3.9" bore faces a lot of head limitations.
One potential swapping issue I've seen mentioned relates to the rear crank flange. Apparently there are different thickness flanges used in car and truck applications. So, make sure to check the rear flange width carefully.
I also have the Will Handzel book and another by Chris Endres. Each has its merits, but both are lacking as a complete reference by themselves.
I could go the route of getting a 6.0L, but trying to find a used LQ9 (the 345HP version, the standard 6.0L is the LQ4 at 325HP) is just too dang expensive. They're still commanding $2500+, while I can get a 5.3L for $600-800. Sure I'll have to fork out some money to machine it and get new pistons installed to get 5.7L and then a new set of heads, but any junk yard engine should be opened up, examined, and refreshed as needed no matter what.
Another reason for me to stick with the smaller displacement is that the stock computer in the truck (my Silverado that is, not the SSR) is also the same one used in the camaro/firebird equipped with the LS1 - so no reprogramming should be necessary. Can't exactly say the same with the 6.0L, and you can't just swap computers without the equipment to "mate" it with the vehicle.
And finally, I'm not after a 600HP monster that gulps gas in single digits - I can already get into plenty of trouble with the wheezy 4.8L, but it just doesn't have the torque to tow effectively. I could just do a 5.3L swap and gain 30 HP and 50 Lb/ft, but that's not a whole lot.
My SSR: 05 6 sp. with 4.56 gears, ZR1 clutch, Edelbrock intake, Lunati cam, Crane rockers, C6 modified pan
ssr71, don't know if you'd have any interest, but I have a brand new complete LS-1 laying around. It came to me complete, but apart for inspection. It has the batwing oil pan that could go with the engine if desired. I have all new gaskets to assemble it. Also, new head bolts on the way from RSSRTOY right now. Could sell with or without stock LS-1 heads. Would give a very good deal to a forum member. Pm if interested.
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