"Bozi Tatarevic" (hoonable)
08/13/2013 at 18:42 • Filed to: LS, LS1, V8, Chevy, Swap, LS Swap
83
95|
"Bozi Tatarevic" (hoonable)
08/13/2013 at 18:42 • Filed to: LS, LS1, V8, Chevy, Swap, LS Swap | 83
| 95 |
!!! UNKNOWN CONTENT TYPE !!!
Having an LS swap was a dream for most people just a few years ago but now you too can have an LS swapped or upgraded car. Using some smart combos you can have the torque of the LS V8 for less than the cost of a set of wheels. The LS series engines come in many configurations and range from 4.8L up to 7.0L with the 5.7L LS1 being the most common swap choice.
Block and Heads:
To start off you will need a good base motor to start with. The LS motors come in aluminum and iron block configurations. The iron block versions are available from most modern GM trucks and SUV’s. The aluminum blocks come mostly in the car versions of the motor but there are a few select trucks and SUV’s that feature them as well. For our purposes we are going to select the aluminum block to save weight.
The engine of choice for my build is coded the LM4. The engine features in stock form are below:
Displacement: 5.3L
Power: 290 hp (216 kW)
Torque: 325 lb·ft (441 N·m)
Compression: 9.5:1
Applications:
2004 Buick Rainier
2003–2004 Chevrolet SSR
2003–2004 Chevrolet TrailBlazer EXT
2004 GMC Envoy XL
2003–2004 Isuzu Ascender
The LM4 is basically the aluminum version of the 5.3L engine used in the GM Trucks and SUV’s but most junkyards are not aware of the differences so they are priced in the same range. The current pricing in my area shows that I can pick on up for $500 with 119k miles.
Buying this motor from a junkyard will usually net you the engine assembly plus intake manifold, injectors, throttle body, and engine harness. Some junkyards also include the mass airflow sensor and ECM. Current Running Total: $500
Heads/Cam:
The head and cam set on this motor is made for a heavy truck so it is biased towards torque. In order to extract some extra power, we are going to swap the heads and put in a more aggressive cam. The heads of choice will be 799 heads from the newer GM Truck. They are equivalent to the 243 LS2 head minus the sodium filled Valves. The current going rate for these heads on the used market is $250. We are going to add a GM LS1 hot cam to this combo as well as it provides a nice bump in power over the stock cam and can be found new online for $100 or less. Rounding out the package will be some LS2 Valve Springs and Retainers which run about $60 online. You can sell the factory head and cam package for about $80.
Current Running Total: $830
Top End:
In most cases the engine swap will be going into a car, so you will need to remove the truck intake, injectors, fuel rail, and Drive-By-Wire Throttle Body. The top end set can usually be sold for about $50 on forums and eBay. You will need to purchase a car intake, cable throttle body, injectors and fuel rail to replace these parts. The average price for all of these pieces is about $150.
Current Running Total: $930
Front Drive:
The truck accessories sit much further out than the car version so you will want to use car type accessories. The budget setup will be from the LS1 Camaro. The harmonic balancer can be picked up for about $50 new and the matching water pump can be found for about $60 new. The remaining required item will be the alternator which run about $40 used. The belts and tensioners that are needed will be another $50. Power Steering and A/C are not required so they are not included in this calculation.
Current Running Total: $1080
Ignition/Wiring:
The recommended start for these applications is the truck starter which can be found in most GM V8 trucks built after 2000. This usually runs about $30 used and is built for two large bolts so it has less chances of cracking. The wiring harness that comes with the motor can be modified to eliminate items that are not used for the swap and then integrated with fuse box of your swap car or in this case we will build a small secondary fuse box. This usually runs about $50 in materials.
Current Running Total: $1160
Fueling:
Supplying fuel to your engine is a big part of the equation and in most cases it can be solved simply with the use of a LS1 Corvette Filter/Regulator assembly. This can connect to the fuel rail using a simple fuel line or be adapted to a nice AN line. The other side can run to your tank to connect to an in-tank or in-line pump of choice. The Filter/Regulator assembly runs about $35 from WIX.
Current Running Total: $1195
Other Items:
The engine will come with truck headers and those may or may not be able to be used in your application so those were not considered here. The swapper will also choose the type of transmission and remaining fuel system they wish to build so those were not part of the consideration as well.
Conclusion.
This sample description will get you most of the way towards a great build for a fairly low cost. There will be other items to consider and many customization’s based on the vehicle that it is being swapped into. The simple fact is that this will give you a healthy modern motor with plenty of horsepower and torque on tap.
!!!error: Indecipherable SUB-paragraph formatting!!!
!!!error: Indecipherable SUB-paragraph formatting!!!
Sparf
> Bozi Tatarevic
08/13/2013 at 15:44 |
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I thought the most desirable truck engine was the L33?
themanwithsauce - has as many vehicles as job titles
> Bozi Tatarevic
08/13/2013 at 15:46 |
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Instructions unclear. V8 is now powering ceiling fan.
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Bozi Tatarevic
> Sparf
08/13/2013 at 15:46 |
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The L33 uses the same block as the LM4 but since it has become popular its price has gone up due to demand so it didn't fit the budget build
GhostZ
> Bozi Tatarevic
08/13/2013 at 15:47 |
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I found an article a few years back about building a 400HP small block ford (it came out at 393 or something like that, close enough) for about $1000, including the cost of the engine. Granted, this was maybe 4-5 years ago when the LS1 wasn't even a decade old yet.
I do wonder if, in 5-10 years, the LS1 will replace the 5.0 as the default budget build.
Goshen, formerly Darkcode
> Bozi Tatarevic
08/13/2013 at 15:49 |
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This is quite a good basic guide, props.
HammerheadFistpunch
> Bozi Tatarevic
08/13/2013 at 15:52 |
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great writeup, an LS conversion is one of the top three choices for an engine swap that I am hoping to eventually tackle with the land cruiser. Its a well documented build and, obviously, cost effective. Though not my top choice, its sure a lot cheaper.
CB
> themanwithsauce - has as many vehicles as job titles
08/13/2013 at 15:52 |
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Protip: don't get your dick caught in it.
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themanwithsauce - has as many vehicles as job titles
> CB
08/13/2013 at 15:53 |
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I was about to ask - the ceiling fan or the engine? And then I realized that both would end badly.
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Bozi Tatarevic
> themanwithsauce - has as many vehicles as job titles
08/13/2013 at 18:47 |
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Haha you can save a bit of money on the electricity
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Bozi Tatarevic
> HammerheadFistpunch
08/13/2013 at 18:48 |
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I will do another writeup for truck based swaps at some point. The iron 6.0L motors dobgreat in those
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Bozi Tatarevic
> GhostZ
08/13/2013 at 18:50 |
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The LS1 is heading in that direction. There is no reason to use these old motors when you can have a modern EFI motor with plenty of aftermarket support and tunability for a modest difference in price
LappingLuke
> themanwithsauce - has as many vehicles as job titles
08/13/2013 at 21:17 |
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whooooooooooops
Vedavyasa
> Bozi Tatarevic
08/14/2013 at 05:22 |
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Interesting to see someone swapping an aluminum Gen III in. Most builds I see avoid them like the plague and take the weight hit of the iron block for increased reliability.
Also, it's worth mentioning that LS blocks from before mid '99 should be avoided, there are some differences in the oil passages (I believe?) that make them less suitable for high performance applications.
buzz killington
> Vedavyasa
08/14/2013 at 09:56 |
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It really depends on the goal. If you want big power for drag racing, use an iron block. if you're swapping it into a small car like a Miata where handling is important and 400hp is plenty of power, the aluminum block will be a better choice.
theredtape
> Bozi Tatarevic
08/14/2013 at 10:06 |
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So this peaks my interest. My 84 Chevy van based motor home blew up a while ago. I was having trouble finding a replacement motor at the local junk yards. What kind of effort does it take to drop a modern EFI motor into an older chassis?
Its obviously a super budget build and this would be my first motor transplant. The motor home it self was only 2200 bucks but I would be willing to spend about a grand putting a reliable motor in there.
etreynolds
> Bozi Tatarevic
08/14/2013 at 10:24 |
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Bozidar is that you?
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Bozi Tatarevic
> etreynolds
08/14/2013 at 10:31 |
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Haha, what's up Evan
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etreynolds
> Bozi Tatarevic
08/14/2013 at 10:34 |
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Ha ha thats awesome. I saw your post, thought about you doing your swaps, read your name, and was like holy crap its Bozi.
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Bozi Tatarevic
> etreynolds
08/14/2013 at 10:36 |
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Hahahah, I see you are being productive at work as well
crowmolly
> Bozi Tatarevic
12/19/2013 at 04:09 |
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Absolutely none aside from nostalgia and sound. I have an old school 350 in one of my cars and while it's easy to tune and a joke to work on, a Gen III-up is so much better in every other way.
Same with transmissions. I rebuilt a Muncie M20 with upgraded parts and a modified shifter (for precision) and it was still clunky and had a long throw. Enter a D&D T56 and everything changes. Stronger, better and faster shifting and two overdrives. Downsides are size and weight.
camaroboy68ss
> Vedavyasa
01/15/2014 at 00:23 |
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well the big difference between a 97-98 LS motor and 99-later is the heads. the early have a different valve cover design that had perimeter bolts to hold it down and the coil packs bolt directly to the valve cover. while the later LS use 4 center bolts to hold it down and the coil packs are bolted to a bracket. the 98 Camaro LS1 computer is also a odd ball when it come to tuning. there is no handheld or easy tuner for it. you have to go to expensive software or a shop to have it tuned. I learned all this after I bought my 98 Camaro SS
23ant23
> Bozi Tatarevic
03/03/2014 at 17:05 |
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I have a question, what else do you have to do to eliminate the dbw electronic throttle in order to use cable driven?
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Justin
> Bozi Tatarevic
03/09/2014 at 21:14 |
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I have a few questions I have a 2006 Silverado with a 4.8 I know should of got a 5.3 but I don't so anyways I want some more horse power out of it without spending a lot of money .and this is what I have on the truck already flow master dumped before the differntial also a k@n cold air intake and I just got a superchip flashpaq so anyone have any other advise I need some more power ....
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Justin
> Bozi Tatarevic
03/09/2014 at 21:27 |
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I have a few questions I have a 2006 Silverado with a 4.8 I know should of got a 5.3 but I don't so anyways I want some more horse power out of it without spending a lot of money .and this is what I have on the truck already flow master dumped before the differntial also a k@n cold air intake and I just got a superchip flashpaq so anyone have any other advise I need some more power ....
rwd&stick
> Bozi Tatarevic
03/29/2014 at 13:22 |
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and put it in a miata
V8Demon - Prefers Autos for drag racing. Fite me!
> theredtape
06/02/2014 at 23:42 |
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6 liters. I know it's over a grand, but just an example....
http://www.ebay.com/itm/99-00-SILV…
CCC (formerly CyclistCarCoexist)
> Bozi Tatarevic
06/10/2014 at 02:49 |
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What's your Legacy build looking like?
Howie
> Bozi Tatarevic
08/01/2014 at 21:00 |
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SBCs will never die till the old fuckers who love them do! I've got a good friend that I've begged and pleaded to switch his 72 Nova over to an LS motor but he steadfastly refuses mostly based on appearance and a few other things.
Kanaric
> Bozi Tatarevic
08/26/2014 at 13:12 |
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Nice. Would like to put this into something 80s.
Darigaaz
> Kanaric
09/12/2014 at 15:05 |
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late 80s RX7 would be sex on wheels.
Orlando_LsX
> Bozi Tatarevic
09/15/2014 at 01:05 |
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Where are you getting these numbers from? Like what used parts forum are you sourcing?
If you could email me at orlando_lsx@gmail.com
I would be very happy! ha
Thanks
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Orlando_LsX
> Bozi Tatarevic
09/15/2014 at 01:05 |
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Where are you getting these numbers from? Like what used parts forum are you sourcing?
If you could email me at orlando_lsx@gmail.com
I would be very happy! ha
Thanks
69montego
> GhostZ
09/20/2014 at 23:22 |
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we can only wonder what the Windsor small block would look like if Ford had commited to it instead of the Mod motors. Here's a funny fact, LS heads will bolt on to a SBF. the two outside holes at the top I think need to be slotted some but it will work.
but by the time you buy a custom cam (intake and exhaust ports are reversed on LS heads compared to SBF) and then fab up a manifold you'd be almost the same money as AFR or twisted wedge heads and I'd take those over the ls heads.
If I were building a hotrod, I'd consider the LS, except for the fact that everyone has one.
but I'm funny like that, I'm trying to figure out a use for a jag v-12 in a t bucket or something :D
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GhostZ
> 69montego
09/20/2014 at 23:31 |
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woaaah. Talk about a blast from the past. This comment is 1 year old. I've actually learned quite a lot (including the LS headbolt trick) about SBFs since.
If Ford had committed to it, I bet we would have gotten a 6-bolt main (like the modular) 302 with 4-valve heads, maybe direct injection. Strange as it seems, that is the logical step between the 302 and the modular.
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69montego
> GhostZ
09/21/2014 at 10:55 |
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Oh crap, that's what I get for not checking the dates :D necro thread :D
the mod engine is a good engine, but it's sooooo wide, a 460 is narrower
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Fish
> Bozi Tatarevic
01/27/2015 at 09:19 |
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Have you done the write-up on the trucks yet?
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Bozi Tatarevic
> Fish
02/23/2015 at 09:57 |
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Truck write up is coming soon!
You can follow me on Twitter and Facebook or drop me a line at Hoonable!
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Gillykills
> Bozi Tatarevic
03/06/2015 at 14:09 |
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Can you please list what manifolds are comparable or witch ones would be good to use on this motor
thanx
Rusty Vandura - www.tinyurl.com/keepoppo
> Bozi Tatarevic
03/24/2015 at 20:54 |
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Any idea what you would have to pay to get someone to do the work for you?
cookie_lara_WRX_s13
> Bozi Tatarevic
04/03/2015 at 09:23 |
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what transmission did you use on your subaru? I'm trying to install on my s13, I've got the price of the motor set, picking it up for a grand, but was unsure transmission wise, I did a little research and it says it pairs to a M30 4L60E, but that's an a/t and I want m/t. I don't know if a t56 will bolt on. Thanks, you can email me adrian.asr.1992@gmail.com
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Bozi Tatarevic
> cookie_lara_WRX_s13
04/03/2015 at 09:25 |
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T56 from a 2005 Cadillac CTS-V
FrixePrix
> Bozi Tatarevic
05/03/2015 at 04:01 |
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I am blind as a baseball bat and on my mobile I swear I thought the title was “Power for Penises”
Vincent Davidson
> Bozi Tatarevic
05/10/2015 at 14:14 |
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If I were ever to do a GM swap again it would probably be either the LR4 4.8L.
In the future I have a feeling these will be overlooked as a cheap source of V8 power. They were even rated at 280+ HP after 2000.
Hi there
> Bozi Tatarevic
06/16/2015 at 08:00 |
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Truck swap thread, please kind sir. !
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Bozi Tatarevic
> Hi there
06/16/2015 at 08:02 |
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http://oppositelock.kinja.com/build-a-budget…
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Hi there
> Bozi Tatarevic
06/16/2015 at 08:10 |
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Thank you, Mr. Pimp Named Slickback.
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C_LOS
> Bozi Tatarevic
06/23/2015 at 11:03 |
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What head gaskets did you use? You simply just swapped valve springs and retainers? I just picked up a 5.3 and ls1 cam off a firehawk and I'm in the process of purchasing 799 heads. I just want to make sure I don't have to do anything other than clean them off and swap valve springs...
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C_LOS
> Bozi Tatarevic
06/23/2015 at 14:26 |
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Did you do anything to the heads other than clean them up and swap valve springs? What gaskets did you use? Thanks
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Matt Noble
> Bozi Tatarevic
08/13/2015 at 08:56 |
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What is the bird eye view when wanting to swap into an older vehicle. I would love to have a EFI 5.7l in a 80’s blazer. How does a more modern tranny like the 4L60e swap over?
I’ve even heard you need to grab the gas peddle. Then there is the fuel pressure differences etc...
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Dugg-117
> Bozi Tatarevic
10/08/2015 at 08:57 |
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Now spend at least another 1200 on the transmission.
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BenLikesCars
> themanwithsauce - has as many vehicles as job titles
10/11/2015 at 04:01 |
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Paperweights advised for house-warming gifts, I bet
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BenLikesCars
> Bozi Tatarevic
10/11/2015 at 04:17 |
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I remember a rented Chevy 15-passenger van with the 6.0 under the hood. That thing had a nice feel to it. (Googling, ah yes!) I think that van got the 300hp 6.0 motor the same time the thing was updated with “eyebrow lifts” atop the headlights, circa 2003 apparently. That makes sense, we rented it for a bachelor party weekend trip, that was a satisfying vehicle.
Blondude
> Bozi Tatarevic
10/14/2015 at 18:23 |
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This post just got FP’d 26 months after it was originally posted...
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infinityedge
> Vincent Davidson
10/14/2015 at 18:25 |
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4.8s are great for turbo builds because of the thicker walls.
Moar booooost!!!!!
J-Tenno
> HammerheadFistpunch
10/14/2015 at 18:58 |
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I want to live in the land of Freedom just for the LS swaps.
Steve Ransom
> Blondude
10/14/2015 at 19:00 |
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So will it be updated with how the build held up after 2 years now? Might as well. I'm curious if the OP would have built it any different now looking back.
LJ909
> Bozi Tatarevic
10/14/2015 at 19:36 |
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Does anyone think I could fit this in my Sonic?
Judged
> Darigaaz
10/14/2015 at 19:52 |
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They are. Buddy of mine made one for sub-$10k. The manual steering rack ruined his plans for autocross, but made for one hell of a drift car.
essquire
> Bozi Tatarevic
10/14/2015 at 19:55 |
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Another affordable option is to build an LQ motor. The LQ4 and LQ9 are basically iron equivalents to the LS2, which was first introduced in the 6th generation Corvette and GTO. The LS2 is a significant improvement over the LS1, and can be quite potent with very little work and mostly stock (massaged) parts.
A great source for LQ motors are Cadillac Escalades (LQ9 - higher compression version with better heads) or these Isuzu bobtails (LQ4 - lower compression version with meh heads):
They can typically be found for between $600 and $1,000.
Then you just need to find yourself a set of L92 heads. The L92 heads came factory on the top of the line version of the Cadillac Escalade. You can find a set BRAND NEW for $600, or you can try to find a used set off craigslist or the forums for a few hundred, since most people want to upgrade to something aftermarket. The L92 heads are actually pretty great heads, and with porting and polishing can make some great power.
Next, and arguably the most important part (and possibly most expensive), is to find the right cam. This is where you’ll be making all your power. Spend some money and get yourself a new cam and lifters from Texas-Speed (MS3/MS4), or Vengeance Racing.
Then just pop on over to eBay and find yourself a nice LS2 intake mani and TB off a corvette (usually between $200 and $400), and you have yourself a pretty badass little motor for under $2,000.
I’ve seen guys with similar settups (with LQ9 builds) make around 440 whp through an automatic trans over on LS1 tech.
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Darigaaz
> Judged
10/14/2015 at 20:05 |
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HNNGGG *Goes to check Craigslist*
Kiltedpadre
> LJ909
10/14/2015 at 20:09 |
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Sure, just add in a step for ripping out everything behind the front seats!
F1Fan426
> Bozi Tatarevic
10/14/2015 at 20:25 |
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Reviving an old post I see. I like it.
proscandinavianflickflinger
> Vincent Davidson
10/14/2015 at 22:35 |
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Better yet is swapping the 4.8L crank into the other engines (LS3 or LS7 for example). De-strokes the engine, reducing displacement, but you now have the ability to rev to the moon and back with or without boost.
Rick Cavaretti
> Bozi Tatarevic
10/15/2015 at 00:01 |
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I like my engines to pull hard to high RPMs, not get asthmatic at 6500 or so RPM. What's the 5.3 do?
Frank Grimes
> Bozi Tatarevic
10/15/2015 at 02:28 |
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I search LKQ like a maniac LQ4 are still $1400
StreetSpeed
> Bozi Tatarevic
10/15/2015 at 05:15 |
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Hmmmm my 400hp LS racing motor cost 15Gs. Guess I paid too much.
Blze001
> essquire
10/15/2015 at 07:02 |
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As someone who helped build a Mustang with a 460 out of a farm-yard dump truck, I’m glad to see the tradition of being able to pull an engine out of a commercial vehicle and make mad power continue.
Mopar4life
> Bozi Tatarevic
10/15/2015 at 07:18 |
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Or you could always be original, save money, and have something unique. My 3.0 V6 for example can make over 550hp/550ft-lbs for around $800 and still be streetable.
LS swaps are akin to this
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Mopar4life
> HammerheadFistpunch
10/15/2015 at 07:20 |
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Please stay original and choose a NON LS swap.
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Mopar4life
> GhostZ
10/15/2015 at 07:22 |
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I keep wondering why spend $1200 on a LS, when I can boost my stock motor for $800 and make more HP/Torque.
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Mopar4life
> Howie
10/15/2015 at 07:23 |
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Torque.
Cost.
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Mopar4life
> Bozi Tatarevic
10/15/2015 at 07:24 |
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Torque.
Cost.
Not having to do a motor swap.
People are too dumb to realize their stock motor can make more power/torque for less money.
Griznant
> Vincent Davidson
10/15/2015 at 07:48 |
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That little 4.8 is a screamer, for sure. My father-in-law had them in his ‘99 and his ‘01 Sierras and that little thing would rev past 6k without thinking twice. Solid little engine too. Returned over 22mpg and I know the ‘01 has well over 200k now without any issues.
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AHans
> essquire
10/15/2015 at 08:41 |
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You just described my swap... though my lq9 still wears its factory heads. Texas speed 228r cam, in front of a built 4l60 with 3k stall converter. In a 71 olds cutlass makes for some fun spirited driving.
boo-gotti
> Bozi Tatarevic
10/15/2015 at 08:48 |
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Now all we need is a list of vehicles it’s “easy” to swap these motors in to.
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AHans
> V8Demon - Prefers Autos for drag racing. Fite me!
10/15/2015 at 09:26 |
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99/2000 LQ engines are a bit of a different breed. They had iron heads and a longer crank flange making them less adaptable and less desirable than later years.
ApriliaFutura
> Bozi Tatarevic
10/15/2015 at 09:27 |
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trying to find an L76 to swap into my Genesis :)
drdude
> proscandinavianflickflinger
10/15/2015 at 10:07 |
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unless you swap to lighter rods and pistons, you’re still going to be limited by piston speed... the extra 800-1000RPM it now has, will not make up for the power lost from the displacement lost.
The only time destroking makes sense for this, is if you’re in a series where you’re limited by displacement, so you want a wide bore-short stroke motor for airflow.
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drdude
> infinityedge
10/15/2015 at 10:09 |
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That sounds like a fun concept, except the limiting factor is actually the pistons and rods. So all of the LS motors are limited to around the same power... Once you swap them, then all of the blocks are still rock solid around the bores up to 4 digit hp levels.. then the bottom end starts squirming and the heads start lifting. The engine does not need “thicker bores”
Sissyfoot
> Bozi Tatarevic
10/15/2015 at 10:40 |
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This is fantastic, thank you! I want to do an LSX swap, but I know little about these engines. So I had assumed I would buy a wrecked Camaro off Copart or a complete engine/transmission combo off eBay. But this makes the build much more like Lego, which is awesome.
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Brian
> Bozi Tatarevic
10/15/2015 at 11:52 |
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Great write up, I am very interested in doing this myself. It would be really helpful to have some links to where things were bought, to help understand where to get these parts at these prices.
protodad
> Bozi Tatarevic
10/15/2015 at 16:28 |
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Must find FD3S shell for cheap...
Busting Nuts
> GhostZ
10/17/2015 at 22:08 |
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The Ford 5.0 was never the budget build king. Prior to the LS, the SBC held that title for 40 years.
auzzya
> Bozi Tatarevic
10/28/2015 at 11:45 |
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Mmm, thanks for this. I plan on swapping out the 4.3 in my c1500 this winter for an LS, just trying to get an idea of all the pieces I’ll need but I do like the idea of more power..
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Harley James
> Vincent Davidson
10/28/2015 at 16:49 |
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Vincent I came here specifically for information on that engine, I am a small displacement fan and i was wondering what that engine was capable of and if it was indeed part of the LS Family (if not specifically an LS motor itself)
Krazeecain
> themanwithsauce - has as many vehicles as job titles
11/01/2015 at 12:46 |
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That ceiling fan is now an indoor tornado machine!
Lawyer_Applegate
> Harley James
11/22/2015 at 12:08 |
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Here’s some fun info for you...
http://www.lsxtv.com/features/car-f…
LittleRedMiata
> Bozi Tatarevic
12/13/2015 at 23:14 |
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that’s really cool
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Jakestorr
> Bozi Tatarevic
01/05/2016 at 01:57 |
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Decent article as far as it goes, but I think you may be leaving a few things (well...lotsa things) out. I swapped a low mileage LQ9 into my old Heep back in 2009 and kept some records. I started with an almost new engine so I was over $1200 from the get-go and even though I was upgrading from an older Chevy 5.7l and the Jeep required a lot of different things than most car swaps would need, but I still think you’re probably leaving a lot out. The devil is in the details:
Jeep:
· 1987 Wrangler/1992 doors and rollbar
Engine:
· Engine Type: 6.0L V8 MPI (LQ4) with 7600 miles ($1500)
· Year/Make/Model: 2007 CHEVROLET K2500HD SILVERADO
· Water pump from 2001 2500/LQ4 ($80)
· PS pump from 2006 1500 ($80)
· MAF Sensor ($110)
· ARB Snorkel ($300)
· Plumbing for Snorkel ($110)
· Starter from Caddy 6.0 ($20)
· Alternator ($60)
· Bracket for Alt and PS ($35)
PCM:
· Stock ECM from 2007 engine donor truck
· Re-programmed by Select Core/SpareECM.com ($75 + $11.95 return shipping)
· Loaded the program for this VIN: 1GCHK29U27E196132 (2007 2500HD with LQ4/NV4500 5-speed manual transmission)
· Removed VATS
· Removed redundant post-catalytic converter O2 sensors
· Removed torque management nanny stuff
· Changed to Manual Transmission (NV4500/Chevy RPO code: MW3)
· Electric fan settings: Fan 1 195 on 190 off, Fan 2 198 on 195 off (not used though)
· Removed any MPH limiter
· Kept Drive-By-Wire
· Redline: 6100RPM
· Set for 4.27 gears and 35-inch tires
Harness:
· From 2007 engine donor truck
· Re-worked by me using info from Alldatadiy
Gauges:
· VDO Cockpit series, Black
· Electronic speedo, tach, temperature and pressure, plus voltmeter and ammeter
· temp sender turned down to 12mmX1.5 threads
Cooling System:
· 26”X19” Griffin Radiator
· Flex-a-lite 4118 TransLife 6-Pass Transmission Oil Cooler Kit - 18,000 GVW (used for engine oil)
· Black Magic 150 electric fan ($200)
Fuel System:
· Mallory Series 110FI pump ($245)
· WIX 33737 (corvette) fuel filter/pressure regulator
· 3/8ths high-pressure hose throughout ($70)
Exhaust:
· 2001 Corvette Headers C5 ($20 on eBay)
· Sandblasted/painted with silver header paint
· Had to blaze off those weird Corvette collector flanges and weld on some proper 3-bolt flanges
· Summit 2.5-inch x 14-inch long flex joints after collectors ($80)
· True dual 2.25-inch the rest of the way back
· Dual Flowmasters ($300)
Transmission:
· 1992 Chevy 2500 NV4500 (6.34:1 first) ($800)
· Bellhousing from same model/year Chevy (for GEN I Chevy) ($80)
Clutch:
· 12” LS Truck flywheel out of a 2004 4.8 liter (PN# 12561680)
· Clutch and pressure plate from same (PN# RAM88744 OR PN# RAM88793T)
· 6 metric pressure plate bolts (PN# 12561465)
· Clutch master is stock ‘87 YJ
· Clutch slave is ‘92 3/4-ton Chevy external.
· Throw-out bearing is also ‘92 3/4-ton Chevy
· I plumbed it with a (very expensive) braided steel hose from Atlas Adapters that was designed to attach to a stock AX-5 external slave cylinder. It comes with the NV4500 bellhousing/installation kit (for a 4.0 Liter) but not the rest of the kit... It cost me $70 or something similarly outrageous. I had to adapt it to the slave cylinder using brake tubing and fittings from Napa.
Transfer Case:
· 1993 Chevy 2500 NP241C with a JB slip-yoke eliminator.
· The case originally had the 28-spline input gear that mates to a 4L60e—I had to change that out for the 32-spline gear to match the output shaft on the NV4500
· Re-built Transfer case in 2009 with Motive Gear kit ($105)
· Slightly-modified stock TC skid plate in original mounting location (not dropped)
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ANONYMOUS_HAM
> Bozi Tatarevic
01/11/2016 at 14:31 |
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Where did you find your cam for $100?
Lorem ipsum
> Bozi Tatarevic
02/11/2016 at 19:36 |
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Thank you very much for this writeup. I’m currently weighing forced induction against a small LS swap into my Z3M coupe (clownshoe). I’m not a power whore, something around 350-400hp is perfect for the application, but the real benefits are listed as such:
1) The LS motors (LM4 in my case and yours) is aluminum and somewhere around 100lbs lighter than my current motor which is the S52 (iron block)
2) The LS motors are shorter in both height and length, so it will sit lower and further back in the engine bay. Some swap kits can even achieve engine placement behind the strut towers
3) Even though replacement parts are fairly inexpensive and the aftermarket provides numerous performance options that are well documented, this all pales in comparison to the cost, simplicity, and aftermarket support of the LS.
TL;DR - The LS swap will provide more power, will decrease curb weight, and improve handling while being more reliable and cheaper to maintain.
Your guide here may have pushed me over the edge.
Danilich
> Bozi Tatarevic
08/28/2016 at 02:30 |
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If you replace DBW to DBC , do you have to get LS1 wiring or somehow by pass drive by cable system?
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Autochic
> Bozi Tatarevic
04/01/2017 at 20:13 |
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Www.TripleAparts.com 888-Parts20 they sold me everything I needed it works great.
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skyjack
> Bozi Tatarevic
06/19/2017 at 23:52 |
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No way, not in Washington state, these engines are not this cheap.
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jtlealand
> Bozi Tatarevic
11/16/2017 at 00:27 |
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I have an 81 Monte that’s completely stock, 24,000 miles n the AM radio has never even been out of the dash, I picked up a iron block, aluminum head 6 liter lq4 for a heart transplant....any other tips you can give me for a budget build? I’m disabled and on a pretty tight budget....could use some insight n any help would be greatly appreciated.