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1991 GMC Sub, Name TBD [Deleted]
- Thread starter robster495
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- dirty melon
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Pic Dump of the current progress!
The motor arrived back in February, and I slowly started tinkering and taking it apart. I knew I had to delete the DOD for the standalone, and with these Gen V's you have to replace the cam for that, along with plugging a few ports and changing the lifters to solid ones (LS7). I'll get some pics soon but the springs were also changed to dual springs for the cam, and I opted in for a trunion upgrade in the rockers (They look slick!). Upgraded pushrods yadda yadda the usual with a thorough cam swap.
Now onto the orange! I know back in the day L83 was the code for Corvette's Crossfire Injection motors, so I decided to run a little homage. Corvette motors are well known to be painted orange and glossy, and overall have a bad a$$ look. Since my 5.3 shares the L83 code I thought it'd be cool to throw back a little and paint her orange like they used to. I think it's coming out very well!
With these pictures I'm back to the reassemble side of the motor build. I'll soon have the heads back on, as well as the valley cover. I'm thinking for now to leave the intake off for the drop, should be a little easier to use my hoist and chain like that. For the standalone harness I will be going through Howell EFI. They're stuff looks real good and it's cheaper than Speartech. Their options suit what I'm looking for in this swap.
More to come!
The motor arrived back in February, and I slowly started tinkering and taking it apart. I knew I had to delete the DOD for the standalone, and with these Gen V's you have to replace the cam for that, along with plugging a few ports and changing the lifters to solid ones (LS7). I'll get some pics soon but the springs were also changed to dual springs for the cam, and I opted in for a trunion upgrade in the rockers (They look slick!). Upgraded pushrods yadda yadda the usual with a thorough cam swap.
Now onto the orange! I know back in the day L83 was the code for Corvette's Crossfire Injection motors, so I decided to run a little homage. Corvette motors are well known to be painted orange and glossy, and overall have a bad a$$ look. Since my 5.3 shares the L83 code I thought it'd be cool to throw back a little and paint her orange like they used to. I think it's coming out very well!
With these pictures I'm back to the reassemble side of the motor build. I'll soon have the heads back on, as well as the valley cover. I'm thinking for now to leave the intake off for the drop, should be a little easier to use my hoist and chain like that. For the standalone harness I will be going through Howell EFI. They're stuff looks real good and it's cheaper than Speartech. Their options suit what I'm looking for in this swap.
More to come!
So the motor is on the upswing! Cam is in, covers mostly back on, LS2 water pump with Dirty Dingo adapters, Original style P/S pump on DD bracket also, and awaiting other accessories for now!
I think the orange is coming out well, nice and shiny, and it plays well with some of the black and metal colors that will be going on (intake, coil packs, pump, etc).
I have the ECM and TCM boxed up and ready to mail out tomorrow for proper tuning (Standalone, and other options needed in the TCM). While that's out in the mail I plan on finishing the motors smaller touches, and pulling in the big guy to get the original 350 pulled. I'm getting pumped now that the motor is almost complete assembled now, plus having the 6L80 in there is gunna make this thing nice and smooth!
Once the motor is in and I've had my local exhaust shop build me a line, I'm going to take it to my family friend's body shop. It has some panels that needs replacing due to rust and a few things fixed in the wheel wells. I don't like the red really so in one fell swoop at the body shop (after the body panels/rust issues have been fixed) I'll have it painted all black. I picked up a newer set of GMC wheels/33s that are going to look sliiiiick on this thing. I'll post those guys soon, but here's the current pic dump!
I think the orange is coming out well, nice and shiny, and it plays well with some of the black and metal colors that will be going on (intake, coil packs, pump, etc).
I have the ECM and TCM boxed up and ready to mail out tomorrow for proper tuning (Standalone, and other options needed in the TCM). While that's out in the mail I plan on finishing the motors smaller touches, and pulling in the big guy to get the original 350 pulled. I'm getting pumped now that the motor is almost complete assembled now, plus having the 6L80 in there is gunna make this thing nice and smooth!
Once the motor is in and I've had my local exhaust shop build me a line, I'm going to take it to my family friend's body shop. It has some panels that needs replacing due to rust and a few things fixed in the wheel wells. I don't like the red really so in one fell swoop at the body shop (after the body panels/rust issues have been fixed) I'll have it painted all black. I picked up a newer set of GMC wheels/33s that are going to look sliiiiick on this thing. I'll post those guys soon, but here's the current pic dump!
So it's coming together. I have everything mounted and plugged in (the pictures are NOT the latest, I'll get some tonight).
I'm having a starting issue. Everything is connected and such, but I'm not seeing my fuel pressure gauge read anything (I'll check the pumps functionality tonight), and the OBD2 is throwing a code:
U0101 No Communication with TCM.
Does this keep the motor from starting at all?? I'm sure I've plugged the 6l80 connector in correctly, no loose wires, and such. If anyone has insight please let me know!
What I do know is that the L83 5.3 and 6l80 are not from the same truck. Is this the issue? Both computers have been tuned so I'm wondering what's up...
I'm having a starting issue. Everything is connected and such, but I'm not seeing my fuel pressure gauge read anything (I'll check the pumps functionality tonight), and the OBD2 is throwing a code:
U0101 No Communication with TCM.
Does this keep the motor from starting at all?? I'm sure I've plugged the 6l80 connector in correctly, no loose wires, and such. If anyone has insight please let me know!
What I do know is that the L83 5.3 and 6l80 are not from the same truck. Is this the issue? Both computers have been tuned so I'm wondering what's up...
What is this engine from? Year and make?
The motor is from a 2014 Silverado (I have the VIN).
The transmission is from a 2013 Silverado (I dont have that VIN).
Looks funny compared to my '05 5.3. Like everything is different. WOW
Probably the newest LS engine I've seen pulled apart.
Probably the newest LS engine I've seen pulled apart.
‘Dem sum fancee boots man.
I'm glad you guys enjoy the boots lol, it's what I had laying around.
I'm heading to the garage now, I have a small checklist of things to double check:
Double check all grounds to be metal to metal
Check fuse panel 12v power and key on
(What fuses did you tap into for constant 12v and for key on power?? I can't remember from my previous swap)
Check fuel pump power (which could be affected by swap fuse block)
That's what my list looks like for now. I'll update as I can
I'm heading to the garage now, I have a small checklist of things to double check:
Double check all grounds to be metal to metal
Check fuse panel 12v power and key on
(What fuses did you tap into for constant 12v and for key on power?? I can't remember from my previous swap)
Check fuel pump power (which could be affected by swap fuse block)
That's what my list looks like for now. I'll update as I can
I like it, but I am of no help on the ls swap stuff. I’m still stuck in the 80’s
Okay so I've determined that the fuel pump is indeed sending fuel. However I've taken a video of what happens at crank and it shows my fuel pressure dropping to nothing.
I think I have my fuse block going to a fuse that isn't hot during crank. I could use some advice on where to tap for Run AND Crank power.
Im still getting the U0101 "No communication with TCM" code. I know for fact that the connector is properly attached. Maybe it's a software thing that can be updated at the dyno.
What puzzles me most is that I should be able to get the motor fired up once I have a crank- hot connection yupp my harness fuse block right??
I think I have my fuse block going to a fuse that isn't hot during crank. I could use some advice on where to tap for Run AND Crank power.
Im still getting the U0101 "No communication with TCM" code. I know for fact that the connector is properly attached. Maybe it's a software thing that can be updated at the dyno.
What puzzles me most is that I should be able to get the motor fired up once I have a crank- hot connection yupp my harness fuse block right??
I'm betting you are one of the first, if not the first on this site to be swapping in a DI (direct injected) LS. I'm on board to see how this goes. The L83 is a GREAT engine, capable of more power AND better fuel economy than any of the 5.3's before it. Curious to see what the engine can do with some tuning and pruning of the self protection nannies that GM builds into the stock tune.
Now onto the no communication issue. 2014 to 2013 are major changes in trucks for the GM stuff. Your trans is from a GMT900 truck and the engine is from a K2xx truck. The K2xx has more lines of communications than the 900 trucks did. Without pouring over the schematics from both years I'm not sure what changed and by how much. But there may be enough that it may be causing an issue.
That being said, just looking at the communication schematics for a 13 Silverado, you probably are missing some details to get the TCM to even turn on. You've got 3 layers of communication, Low speed LAN, High speed LAN and the LIN bus. The TCM has it's own power source, but without a "Wake up" signal on the LIN bus, it's never going to turn on. By the LIN bus schematic, the Body control module is the one sending the wake up signal to multiple modules including the ECM and the TCM (again looking at the 13 GMT900 info). Just by that alone, it's a very good reason why the TCM isn't communicating.
As far as the engine not to crank over, again, this could be because you don't have all the stuff that the doner truck had. The ECM will not send power to the starter solenoid without a message over serial data from the Body control module that the ignition switch is in the crank position, trans in park or neutral and that the security system passed. If you have had the ECM programming altered to ignore the BCM input, it still needs to see the crank signal from the switch.
Not bashing, but throwing some thoughts at you for why it's doing what it's doing. These trucks are horribly complex and rely on multiple layers of communication to function right. They are pretty robust, but we've had to dive into a few at work. High speed LAN is where most of the powertrain communication is handled and it is a 2 wire setup, chained from one module to the next with a 120 ohm terminating resistor at each end of the circuit. If you don't have the circuit set up the same between the modules with the terminating resistors, they won't talk.
Again, not knowing what alterations have been made to the ECM and TCM calibrations to simplify operation I'm not sure if you've already addressed it or not. I'm not sure if they can be fooled. That's way out of my league for sure. But, it don't mean it can't be done. The L83 has been out for 4 years now, so I know the swap has already been done by somebody. Maybe not into a squarebody, but it really don't matter. You might have to do more research with LS swap specific sites and piggyback off of guys swapping the LT1 from the Camaro or Corvette into earlier rides (the direct injected LT1 that is, not the older Gen II from the early 90's).
Keep us in the loop as the DI engines really shine on the ability to have power and economy from the same package. I've got customer's that average 23 mpg or better in our hilly terrain in half ton Silverados. They aren't dogs either. You still got to rev the snot out of them to get the torque, but that's typical of any modern V8.
Now onto the no communication issue. 2014 to 2013 are major changes in trucks for the GM stuff. Your trans is from a GMT900 truck and the engine is from a K2xx truck. The K2xx has more lines of communications than the 900 trucks did. Without pouring over the schematics from both years I'm not sure what changed and by how much. But there may be enough that it may be causing an issue.
That being said, just looking at the communication schematics for a 13 Silverado, you probably are missing some details to get the TCM to even turn on. You've got 3 layers of communication, Low speed LAN, High speed LAN and the LIN bus. The TCM has it's own power source, but without a "Wake up" signal on the LIN bus, it's never going to turn on. By the LIN bus schematic, the Body control module is the one sending the wake up signal to multiple modules including the ECM and the TCM (again looking at the 13 GMT900 info). Just by that alone, it's a very good reason why the TCM isn't communicating.
As far as the engine not to crank over, again, this could be because you don't have all the stuff that the doner truck had. The ECM will not send power to the starter solenoid without a message over serial data from the Body control module that the ignition switch is in the crank position, trans in park or neutral and that the security system passed. If you have had the ECM programming altered to ignore the BCM input, it still needs to see the crank signal from the switch.
Not bashing, but throwing some thoughts at you for why it's doing what it's doing. These trucks are horribly complex and rely on multiple layers of communication to function right. They are pretty robust, but we've had to dive into a few at work. High speed LAN is where most of the powertrain communication is handled and it is a 2 wire setup, chained from one module to the next with a 120 ohm terminating resistor at each end of the circuit. If you don't have the circuit set up the same between the modules with the terminating resistors, they won't talk.
Again, not knowing what alterations have been made to the ECM and TCM calibrations to simplify operation I'm not sure if you've already addressed it or not. I'm not sure if they can be fooled. That's way out of my league for sure. But, it don't mean it can't be done. The L83 has been out for 4 years now, so I know the swap has already been done by somebody. Maybe not into a squarebody, but it really don't matter. You might have to do more research with LS swap specific sites and piggyback off of guys swapping the LT1 from the Camaro or Corvette into earlier rides (the direct injected LT1 that is, not the older Gen II from the early 90's).
Keep us in the loop as the DI engines really shine on the ability to have power and economy from the same package. I've got customer's that average 23 mpg or better in our hilly terrain in half ton Silverados. They aren't dogs either. You still got to rev the snot out of them to get the torque, but that's typical of any modern V8.
I know Motech here in vegas swaps gen v’s in jeeps all day long. So it’s definitely doable.
Thanks for all that info!!
Question, I have the VIN from the motor, so would it cease the issue if I get a TCM through Chevy Dealer to match the year? 6l80s are the same right it's just the TCM that changes??
The motor cranks and turns over but won't fire. I connected the starter and solenoid to the trucks wiring not the motors harness wiring, so it does indeed turn. I also need some advice on where to tap in for my 12v key on source. Maybe I'll jump it to a 12v constant and use a switch as an added anti-theft?
I'm going to eat lunch and go back to the garage and keep tinkering. I think you're right that the communication issue comes from the year break.
Isn’t the tcm internal on the 6l80? The big pink wire that went to the stock hei distributor is hot in run and crank.
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