Brownie box... solves both probs lol adds one more
CK5
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Preferred LS Drivetrain Swap? Year, size, Trans etc.
- Thread starter HP2BSQ
- Start date
I work at a dealership and I'll say DBW throttle issues are very few. That being said, I wanted a DBC setup on mine. Simplicity is the main thing. It also was a requirement in my case as I kept the 700r4 trans and needed a mechanical throttle body to attach a TV cable too.
My intended purpose is to be well off pavement wheeling. If I did have a failure I can MacGyver my way out with a shoestring, paracord or bailing wire.
I'm not saying it's the only way to go. But it's the way I needed to go due to my trans choice and intended purpose. The reliabilty of the DBW is such that my fears in the boonies are less likely to actually come true.
My intended purpose is to be well off pavement wheeling. If I did have a failure I can MacGyver my way out with a shoestring, paracord or bailing wire.
I'm not saying it's the only way to go. But it's the way I needed to go due to my trans choice and intended purpose. The reliabilty of the DBW is such that my fears in the boonies are less likely to actually come true.
I agree. As said I don't have an issue with DBW, but for my specific needs (which don't include OEM considerations like warranty, torque management, cruise control, emissions, etc) I see it as needless complexity especially in a swap to a vehicle that didn't originally have it. There are cases where I prefer DBW, however I am a huge proponent of simplicity in design, and not having to create solutions to problems that shouldn't exist in the first place. IMO its biggest disadvantage is that factory throttle maps typically suck and its something I have to spend time and money to fix. I can deal with some torque management, but I don't like my vehicles to have a numb response like I'm using a play station controller. Takes the soul out of them IMO.
I really couldn't care whether my blazer gets a 5.3 or 6.0. I have an '05 5.3/60 in my C10 and it hauls ass.
My concern is with the trans. Knowing how much taller the 1st gear is on the 4L80 is a concern of mine. I look at the 4L80 because I want something stronger than my 700r4. Do I sacrifice strength in favor of a lower 1st (which gets used all the time crawling). Only reason I don't tow more with my blazer is fear of blowing my transmission, same for driving it like a hotrod. I baby it unless I'm in 1st gear 4L
Or 6L80 and pay out the ass for that setup (plus donor truck)
gear it right for the 4L80, it's no different than the rest of us running around with th400's.
Gen III engines. Lq4 6.0, lm7 5.3, the intake is the same. That would take you up to 2002 I think. I think the early ls1 5.7 in the vette and f-body had cable, but the intake is different than the trucks and so is the accessory drive. Even the 03-07 dbw versions of those can have the dbc throttle body bolted back on. The pcm would need the dbw deleted though.
2002 was the cutoff year AFAIK. LS1s could be either DBW or DBC depending on if it came in a vette or fbody.
I would say a DBW is easy. I was scared of it at first too but managed to merge the floor mounted '68 pedal/spoon with the '05 pedal. Plus, super easy cruise control, done. I also don't plan to keep the 700r4, so I don't need linkages. If you want CC, I'd say DBW for simplicity and don't worry about it.
You can swap a gen 4 to a dbc but you’ll have to run a stand-alone style mgmt
I was going to say I thought it was doable if you retrofit certain components like the reluctor wheel/crank sensor etc, but i don't know the details of how/if that stuff transfers over. I do have a friend that is running LS3 heads on an LS2 block with LS1 (DBC) management.
