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5.3 swap questions??

chevyuser74 said:
that'd be cool, my boss is leaving for the 3rd week in april so what ever way i go i need to find/get the crap before then cause i can use the shop that week and thats way better than doing it in my garage.

if u could go back would u do the 6.0 or the 5.3?
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I think i would stay with the 5.3 because i DD my truck so i like the economy where as a 6.0 gets less millage
 
what did u do for the fuel pump? is there one available that would replace the one in my tank right now? i would rather have it in the tank than an external one.
 
For a fuel pump you could use an AC Delco part #EP241 or use something like one of these from edelbrock http://www.amazon.com/Edelbrock-358..._1?ie=UTF8&s=automotive&qid=1235270027&sr=1-1

I used the Edelbrock pump when I did a 5.3l swap on my 51 Chevy Coupe. I love the motor so much that I am planning on dropping one in 86 K-5. Just saving up right now. Would also like to put one in my wife's 89 K-5, but gotta do mine first:wink1:

You won't regret it, the 5.3 is so much better than the TBI injected motors, just my opinion though:D
 
chevyuser74 said:
what did u do for the fuel pump? is there one available that would replace the one in my tank right now? i would rather have it in the tank than an external one.
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I used a TPI pump it is the same size as the TBI pump and puts out the correct pressure.
 
found an 5.3 engine, with all the accesories, wiring, computer, air cleaner assembly, with a 4l60e trans for 1600 to my shop sound like a deal? or should i hold out a lil longer, i would like a whole vehicle but need it by april since thats when i will have the shop for a week to do it.
 
chevyuser74 said:
found an 5.3 engine, with all the accesories, wiring, computer, air cleaner assembly, with a 4l60e trans for 1600 to my shop sound like a deal? or should i hold out a lil longer, i would like a whole vehicle but need it by april since thats when i will have the shop for a week to do it.
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How many miles are on the setup? I paid 1100 for my 5.3 with accesories, harness and computer
 
chevyuser74 said:
miles, also do u have headers on yours?
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I have manifolds, I ended up having to use some off a LS! because the stock ones hit my clutch slave cylinder, but if your running the auto the stock ones will work fine.

That does sound like a good deal i would jump on it
 
I did a bunch of research on this subject some time ago, I remember Doug Thorley was working on a set. Let me look through my stuff and find it for you or else you have to run Fbody manifolds.
 
if i do it with the 4l60e i will run into less problems. when i go to work tomorrow im gonna make a couple calls to see if i cant get a better or as good a deal with a 4x4 trans.
 
supersize75k5 said:
the newer manifolds flow quite decent, I would retain the 700 if its not a hassle. I was able to sell my 4l60 and make half my money back off what i payed for the motor and trans together.
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whats your reasoning behind keeping the 700?

biggest hassles i see in keep on using it are, spacing the flexplate/ making that work, two making a bracket for the tv cable and getting the pull right cus if its not i dont see the 700 lasting. o and getting a cable thats long enough to make it up to the throttle linkage
 
chevyuser74 said:
if i do it with the 4l60e i will run into less problems. when i go to work tomorrow im gonna make a couple calls to see if i cant get a better or as good a deal with a 4x4 trans.
Click to expand...


that is true, what are you doing about the VSS? did you call jagsthatrun?

here is some misc stuff off their website

http://www.jagsthatrun.com/4L60_Order.html read this page


Before Stealth Conversions began offering aftermarket vehicle speed sensors for engine swaps (in 1991), the biggest
obstacle for most people who installed the TPI/TBI engines into their vehicles was the VSS (Vehicle Speed Sensor).
Some aftermarket wiring harnesses don’t use a VSS—they simply ground the P/N (Park/Neutral) wire so that the ECM
always thinks the vehicle is in park. If they didn’t ground the P/N wire, the “Check Engine” light would always be
turned on. Because of the importance of the vehicle speed sensor, we cannot recommend these harnesses. If you have a
harness which does not use a VSS, you can add the VSS and properly connect the P/N wire on automatic transmission
vehicles, or remove the P/N wire on cars with manual transmissions.
Basically, the VSS tells the ECM how fast the vehicle is going. Most people think the VSS is only used for the lock-up
torque converter. The VSS is also used to control the EGR valve, the charcoal canister purge valve, the electric cooling
fans, idle speed, and air/fuel ratio. This is all explained in the Chevrolet shop manual (available from Helm at
(800)782-4356), which is required reading for installing the TPI/TBI engine into your vehicle.


It must be emphasized that the VSS is used to control the idle speed when the vehicle is moving. Without the VSS, a
vehicle may have stalling problems under certain conditions. The reason an engine not equipped with a VSS may stall
is because when the ECM has the signals that indicate the engine should be idling (foot off the gas pedal, vehicle
moving less than 2 mph),
idle speed
is
closed loop
(which is not the same as the O
2
sensor running closed loop) and the
ECM will try to maintain a
programmed
idle speed. If the vehicle is moving (with a VSS) , the ECM opens the IAC
(idle air control) a programmed amount, regardless of engine speed, which is usually a position that will make the
engine idle about 50-100 rpm above the stationary
programmed
idle speed. Stalling can occur when the vehicle is in
the over-run condition (foot off the gas pedal, engine speed above the programmed idle speed) because the ECM will
close the IAC to try to lower the idle speed to the stationary
programmed
speed. During some overrun conditions, the
fully colsed IAC may not be able to open rapidly enough to prevent the engine from stalling.
Raising the minimum idle speed with the adjusting screw can eliminate stalling, but the engine will still not run opti-
mally without a VSS.

A lot of people think that running “closed loop” is best for fuel mileage. Closed loop simply means that the oxygen
sensor is being used to monitor the fuel/air ratio. Some of the Chevrolet fuel-injected engines are programmed to run
lean under certain conditions (called “highway mode”) to improve fuel mileage during steady cruise conditions.
Without a VSS, the ECM will not get the correct signals to run the engine for best fuel mileage. There are a lot of
programs in the ECM which depend on the VSS. For best operation, the Chevrolet fuel-injected engines require
all
sensors to be connected and functioning.
There are 4 types of VSS signals required by the ECM:
1. The two-pulse (2000 pulses per mile) square wave (D.C current or direct current) used on all TBI
engines thru 1992, all computer-controlled-carbureted engines, and on 1985-1989 TPI engines.
2. A four-pulse (4000 pulses per mile) sine-wave (A.C. current or alternating current) signal is
required by the 1990-1993 TPI, 1992-1993 LT1 engines, and 1990-1993 Camaro 3.1/3.4 V6
engines.
3. A 40 pulse per driveshaft revolution speed sensor used on 1993 and newer trucks with automatic
transmission, 1994 and newer rear drive cars with the automatic transmission
4. A 17 tooth per driveshaft revolution speed sensor used on 1993-1997 LT1 engines with the Borg-
Warner 6-speed transmission. An 11 tooth reluctor ring is used on 1993 LT1 engines with the
Borg-Warner wide ratio (3.35 First gear) 6-speed transmission.

With American cars, speedometer cables turn 1000 revolutions in one mile. If a speed sensor is called a "2-pulse speed
sensor", it means the speed sensor puts out 2-pulses per cable revolution. A 2-pulse speed sensor puts out 2000 pulses
per mile. Likewise, a 4-pulse speed sensor puts out 4000 pulses per mile.
On the left is a “4-output vehicle speed buffer” used on vehicles with electric speedometers. It gets the vehicle speed
signal from a 4-pulse sine-wave generator mounted at the transmission, and converts the sine-wave into a square wave
signal for the ECM, speedometer, cruise control, and on some models, the radio (to control volume with vehicle speed).
1990 and newer TPI engines have the buffer incorporated into the ECM, and the ECM outputs the square wave to the
speedometer, cruise control and radio.
In the center is a two-output vehicle speed buffer used on vehicles with cable-driven speedometers. The piece on top is
called the “optic head” and it mounts to the speedometer and senses vehicle speed through a light beam and reflector on
the speedometer (it is more fully explained in the Camaro and Firebird shop manuals, available from Helm). The buffer
(the lower part) converts the reflected light signal into a 2-pulse square wave signal for the ECM and cruise control.
On the right is a “DRAC” (Digital Ratio Adapter Controller) from a 1989-1994 S-10 truck. It is also called a buffer.
These are used on the Astro Vans and 1990-1995 full-size trucks. Earlier (1987-1989) Full-size trucks use a program-
mable DRAC that is incorporated into the instrument panel. All Chevrolet trucks with rear wheel anti-lock brakes
(1989 and newer) use electric speedometers. The rear wheel speed is monitored by a sensor mounted on the output
shaft of the transmission, where a speedometer cable would normally be installed (see next page). The signal (40 pulses
per driveshaft revolution) goes to the DRAC which divides and conditions the signal for the electric speedometer,
ECM, cruise control and anti-lock brakes. There are different DRAC modules for different gear ratios and tire sizes.


The part that looks like a gear (in the center) is a 40 tooth reluctor ring that is used on the trucks with electric speedom-
eters, and newer Camaros, Corvettes, and Caprices with the automatic transmission. It puts out 40 pulses per
driveshaft
revolution. With 4.11 gears and 25 inch diameter tires (an S-10 truck for example), this will put out about 133,000
pulses per mile. With 2.73 gears and 27 inch tires, this will put out about 82,000 pulses per mile.
With a 2000 pulse per mile signal (as used on earlier vehicles), a pulse is generated every 2.64 feet (31.7 inches), with
82,000 pulses per mile, a pulse is generated every 0.77 inches. This greater accuracy is required for the anti-lock
brakes, and to control the shifting of the electronic transmissions.
On the left of the reluctor ring is the VSS used on trucks and cars with the 700-R4 transmision.
On the far right is the VSS used on the 2-wheel-drive S-10 Trucks with the Borg-Warner 5-speed transmissions.
The Vehicle Speed Sensors supply an AC (alternating current) to the DRAC module or Buffer on trucks. The DRAC or
Buffer then converts the signal for the speedometer, anti-lock brakes, cruise control, and engine.
If you are installing a TPI engine and transmission into your late-model truck, the VSS and reluctor ring must be
installed onto the TPI transmission. If you have a 1990 or newer TPI engine, you will also need Stealth Conversions
vehicle speed sensor module (part #4PT) to condition the signal for the 1990-1992 TPI and the 1992-1993 LT1 ECM.
The reluctor ring is pressed onto the output shaft with a .002 interference fit and is difficult to install without the proper
equipment due to the force required. Stealth Conversions has a reluctor ring assembly (part #4L60-005) designed for
running speedometer cables with the electronic transmissions, but it can be used to install the reluctor ring onto the out-
put shaft.
 
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