LO3 To L30 Vortec Swap: Completed(Mostly)
#101
Senior Member
Thread Starter
Join Date: Oct 2006
Location: California
Posts: 827
Likes: 0
Received 1 Like
on
1 Post
Car: 1989 Chevy Camaro RS
Engine: L30 TBI 5.0L Vortec
Transmission: 700R4
Axle/Gears: Stock
Re: Which LO5 do I use?
1 port is the bypass.The other port is heater hose.Some apps have the heater hose routing the passenger side radiator tank,so,the w/p port wasn't used.You can't use that Vortec pump unless you change pully & fans.Under that red cap is a threaded hub.The Vortec pully assembly screws onto the w/p whareas the L03 attatches with bolts.Look @ the Vortec/TBI intake @ Pace Performance website.It gives all the info for bypass & EGR routing.I tried to post a link,but,can't seem to for some reason.
So lets get this list straight. To get this to work I need to
1. Modify the WP
2. Modify the Intake Mani
3. Change Injectors
4. Tune
5. Do something to make the timing cover work
Is there anything else that I need to do? I was looking at the L30 with the idea it would be more or less a direct swap.
#102
Member
Join Date: Jan 2014
Location: Stanton,Tn.
Posts: 296
Likes: 0
Received 0 Likes
on
0 Posts
Car: 97 Z71 Extended Cab
Engine: 5.7 Vortec
Transmission: 4L60E
Axle/Gears: 3:42
Re: Which LO5 do I use?
None of the above is very complicated @ all.They are just minor mods.Nowhere near as involved as swapping the engine.You can find the w/p with the extra port.Worse case,you may have to tap the port for a nipple.If you don't feel confident doing any of the above,i'd definitely reconsider trying to swap engines.If you wanna stay L03,thatks your choice,but,the L30 is well worth the small amount of extra work & parts.Other than the intake,you are not looking @ very much money or labor vs a straight L03 to L03 swap.Do you have anyone w/ experience that can lend you a hand?Most of the info is available here & other places by searching the forum.
#103
Senior Member
Thread Starter
Join Date: Oct 2006
Location: California
Posts: 827
Likes: 0
Received 1 Like
on
1 Post
Car: 1989 Chevy Camaro RS
Engine: L30 TBI 5.0L Vortec
Transmission: 700R4
Axle/Gears: Stock
None of the above is very complicated @ all.They are just minor mods.Nowhere near as involved as swapping the engine.You can find the w/p with the extra port.Worse case,you may have to tap the port for a nipple.If you don't feel confident doing any of the above,i'd definitely reconsider trying to swap engines.If you wanna stay L03,thatks your choice,but,the L30 is well worth the small amount of extra work & parts.Other than the intake,you are not looking @ very much money or labor vs a straight L03 to L03 swap.Do you have anyone w/ experience that can lend you a hand?Most of the info is available here & other places by searching the forum.
#104
Member
Join Date: Jan 2014
Location: Stanton,Tn.
Posts: 296
Likes: 0
Received 0 Likes
on
0 Posts
Car: 97 Z71 Extended Cab
Engine: 5.7 Vortec
Transmission: 4L60E
Axle/Gears: 3:42
Re: Which LO5 do I use?
You will need to swap the cover.The Vortec crank gear is thinner to allow room for the reluctor wheel.Some ppl change gears & some simply leave the reluctor in place to take up the difference.Either way,the gear is simply removed with a basic puller you can buy,or,rent from most parts stores.Again,it's not complicated @ all.If you wanted to use the Vortec w/p,you could pick up a pully/fan assembly from most pull-a-parts for very little.Maybe $20.Drilling the thermostat is also a quik fix.None of the mods are so costly or time involved to warrant not doing it in order to gain 50 to 60 HP & have a much more efficient & durable engine.
#105
Senior Member
Thread Starter
Join Date: Oct 2006
Location: California
Posts: 827
Likes: 0
Received 1 Like
on
1 Post
Car: 1989 Chevy Camaro RS
Engine: L30 TBI 5.0L Vortec
Transmission: 700R4
Axle/Gears: Stock
Re: Which LO5 do I use?
You will need to swap the cover.The Vortec crank gear is thinner to allow room for the reluctor wheel.Some ppl change gears & some simply leave the reluctor in place to take up the difference.Either way,the gear is simply removed with a basic puller you can buy,or,rent from most parts stores.Again,it's not complicated @ all.If you wanted to use the Vortec w/p,you could pick up a pully/fan assembly from most pull-a-parts for very little.Maybe $20.Drilling the thermostat is also a quik fix.None of the mods are so costly or time involved to warrant not doing it in order to gain 50 to 60 HP & have a much more efficient & durable engine.
#106
Member
Join Date: Jan 2014
Location: Stanton,Tn.
Posts: 296
Likes: 0
Received 0 Likes
on
0 Posts
Car: 97 Z71 Extended Cab
Engine: 5.7 Vortec
Transmission: 4L60E
Axle/Gears: 3:42
Re: Which LO5 do I use?
I'll sit down later today & make you a complete list of what you need to do & the available options.To be clear,you have decided to use the GMPP TBI/Vortec intake?Correct?
#107
Senior Member
Thread Starter
Join Date: Oct 2006
Location: California
Posts: 827
Likes: 0
Received 1 Like
on
1 Post
Car: 1989 Chevy Camaro RS
Engine: L30 TBI 5.0L Vortec
Transmission: 700R4
Axle/Gears: Stock
Re: Which LO5 do I use?
Edit: Im actually open to a carb intake as long as there are no clearance issues
Last edited by RS-Chevy-SS; 02-08-2014 at 01:41 PM.
#109
Member
Join Date: Jan 2014
Location: Stanton,Tn.
Posts: 296
Likes: 0
Received 0 Likes
on
0 Posts
Car: 97 Z71 Extended Cab
Engine: 5.7 Vortec
Transmission: 4L60E
Axle/Gears: 3:42
Re: Which LO5 do I use?
I talked to my brother in law, who did this swap in a truck.It's been awhile,but,he used a water pump that cam w/ a 1/2" NPT port that had a square plug installed.He simply removed the plug & replaced it w/ a 1/2" npt x 5/8" hose barb for the bypass.He is a mgr @ O'Rielly's & gonna try to get me a part # for the pump.For the timing cover,he initially installed an old cranksensor in the plastic vortec cover & ran it as is.He did change it later during a cam change w/a chrome cover,simply becus it wuz cheaper than the plastic & looked better.Up to that point,he had no problems with it.When he changed covers,he said he also changed timing gears & chain just cause with a standard timing set for roller cam setup.This swap was in a 92 truck,so,his old 305 had a flat tappet cam.He also had to do some minor bending & snipping of the MAP sensor bracket & couple of others becuz the Vortec intake doesn't have the center bolts which secured the brackets.He said it's easy & no big deal.He deleted & plugged EGR with an EGR blockoff plate.He says he kept a journal of the swap & will try to find it,but,he can't promise.He thinks it may have went with the truck when he sold it.He also said that drilling the T'stat also worked well in lieu of a bypass.He was using a Holley TB,so,can't really tell me about tuning.He did his own w/ EBL flash.
#110
Senior Member
Thread Starter
Join Date: Oct 2006
Location: California
Posts: 827
Likes: 0
Received 1 Like
on
1 Post
Car: 1989 Chevy Camaro RS
Engine: L30 TBI 5.0L Vortec
Transmission: 700R4
Axle/Gears: Stock
I talked to my brother in law, who did this swap in a truck.It's been awhile,but,he used a water pump that cam w/ a 1/2" NPT port that had a square plug installed.He simply removed the plug & replaced it w/ a 1/2" npt x 5/8" hose barb for the bypass.He is a mgr @ O'Rielly's & gonna try to get me a part # for the pump.For the timing cover,he initially installed an old cranksensor in the plastic vortec cover & ran it as is.He did change it later during a cam change w/a chrome cover,simply becus it wuz cheaper than the plastic & looked better.Up to that point,he had no problems with it.When he changed covers,he said he also changed timing gears & chain just cause with a standard timing set for roller cam setup.This swap was in a 92 truck,so,his old 305 had a flat tappet cam.He also had to do some minor bending & snipping of the MAP sensor bracket & couple of others becuz the Vortec intake doesn't have the center bolts which secured the brackets.He said it's easy & no big deal.He deleted & plugged EGR with an EGR blockoff plate.He says he kept a journal of the swap & will try to find it,but,he can't promise.He thinks it may have went with the truck when he sold it.He also said that drilling the T'stat also worked well in lieu of a bypass.He was using a Holley TB,so,can't really tell me about tuning.He did his own w/ EBL flash.
#111
Member
Join Date: Jan 2014
Location: Stanton,Tn.
Posts: 296
Likes: 0
Received 0 Likes
on
0 Posts
Car: 97 Z71 Extended Cab
Engine: 5.7 Vortec
Transmission: 4L60E
Axle/Gears: 3:42
Re: Which LO5 do I use?
#113
Senior Member
Thread Starter
Join Date: Oct 2006
Location: California
Posts: 827
Likes: 0
Received 1 Like
on
1 Post
Car: 1989 Chevy Camaro RS
Engine: L30 TBI 5.0L Vortec
Transmission: 700R4
Axle/Gears: Stock
Re: LO3 To L30 Swap (In progress)
Update!
Got all the parts ordered today including the motor, GMPP TBI Manifold, and all the gaskets and sensors. Enlisted RFMaster's assistance for the install and he will be directing the overall job. Will keep the thread posted!
Got all the parts ordered today including the motor, GMPP TBI Manifold, and all the gaskets and sensors. Enlisted RFMaster's assistance for the install and he will be directing the overall job. Will keep the thread posted!
#114
TGO Supporter
iTrader: (1)
Re: LO3 To L30 Swap (In progress)
GMPP TBI Manifold
http://www.edelbrock.com/automotive_...ictor-sb.shtml
Vortec is 2912
I run a holley projection TBI. Rated to 6500 rpm
Last edited by Ronny; 02-13-2014 at 10:01 AM.
#115
Senior Member
Thread Starter
Join Date: Oct 2006
Location: California
Posts: 827
Likes: 0
Received 1 Like
on
1 Post
Car: 1989 Chevy Camaro RS
Engine: L30 TBI 5.0L Vortec
Transmission: 700R4
Axle/Gears: Stock
Seems like a costly choice. Are you aware of alternatives?
http://www.edelbrock.com/automotive_...ictor-sb.shtml
Vortec is 2912
I run a holley projection TBI. Rated to 6500 rpm
#117
Supreme Member
iTrader: (2)
Join Date: Jan 2005
Location: Hurst, Texas
Posts: 9,997
Received 387 Likes
on
330 Posts
Car: 1983 G20 Chevy
Engine: 305 TPI
Transmission: 4L60
Axle/Gears: 14 bolt with 3.07 gears
Re: LO3 To L30 Swap (In progress)
Seems like a costly choice. Are you aware of alternatives?
http://www.edelbrock.com/automotive_...ictor-sb.shtml
Vortec is 2912
I run a holley projection TBI. Rated to 6500 rpm
http://www.edelbrock.com/automotive_...ictor-sb.shtml
Vortec is 2912
I run a holley projection TBI. Rated to 6500 rpm
#118
Senior Member
Thread Starter
Join Date: Oct 2006
Location: California
Posts: 827
Likes: 0
Received 1 Like
on
1 Post
Car: 1989 Chevy Camaro RS
Engine: L30 TBI 5.0L Vortec
Transmission: 700R4
Axle/Gears: Stock
Re: LO3 To L30 Swap (In progress)
1) Fresh reliable motor preferably with warranty.
2) More power than stock but no need to hit 300 range
3) Ease of swapping with the LO3
4) Mainly used for weekends. IE Errands, theatre, shopping.
5) Lowest cost
With these goals in mind, the L30 was the best choice. Furthermore the cost trade off between the GMPP intake and a carb intake was justified IMHO due to the ease of installation. We already have to modify the water pump, tuning, maybe fueling etc. I didn't want to add anything else to the list.
#120
Senior Member
Thread Starter
Join Date: Oct 2006
Location: California
Posts: 827
Likes: 0
Received 1 Like
on
1 Post
Car: 1989 Chevy Camaro RS
Engine: L30 TBI 5.0L Vortec
Transmission: 700R4
Axle/Gears: Stock
Re: LO3 To L30 Swap (In progress)
Small update. Got everything in but RFMaster is tied up for a few weeks so the install is on hold sitting in my garage.
Side note, I researched a problem with the stock 305 exhaust manis not bolting up to the vortec heads. Remedied this by ordering some new Hooker 2460 headers and matching Y Pipe. This build is getting really expensive!
Side note, I researched a problem with the stock 305 exhaust manis not bolting up to the vortec heads. Remedied this by ordering some new Hooker 2460 headers and matching Y Pipe. This build is getting really expensive!
#121
Member
Join Date: Jan 2014
Location: Stanton,Tn.
Posts: 296
Likes: 0
Received 0 Likes
on
0 Posts
Car: 97 Z71 Extended Cab
Engine: 5.7 Vortec
Transmission: 4L60E
Axle/Gears: 3:42
Re: LO3 To L30 Swap (In progress)
What problem did you have w/ the manifolds?Other than the EGR port in in the drivers side L30 manifold,they should be basically the same.The headers will be a really good upgrade.Just curious as to the issue w/ manifolds.
#122
Supreme Member
iTrader: (2)
Join Date: Jan 2005
Location: Hurst, Texas
Posts: 9,997
Received 387 Likes
on
330 Posts
Car: 1983 G20 Chevy
Engine: 305 TPI
Transmission: 4L60
Axle/Gears: 14 bolt with 3.07 gears
Re: LO3 To L30 Swap (In progress)
Small update. Got everything in but RFMaster is tied up for a few weeks so the install is on hold sitting in my garage.
Side note, I researched a problem with the stock 305 exhaust manis not bolting up to the vortec heads. Remedied this by ordering some new Hooker 2460 headers and matching Y Pipe. This build is getting really expensive!
Side note, I researched a problem with the stock 305 exhaust manis not bolting up to the vortec heads. Remedied this by ordering some new Hooker 2460 headers and matching Y Pipe. This build is getting really expensive!
#123
Senior Member
Thread Starter
Join Date: Oct 2006
Location: California
Posts: 827
Likes: 0
Received 1 Like
on
1 Post
Car: 1989 Chevy Camaro RS
Engine: L30 TBI 5.0L Vortec
Transmission: 700R4
Axle/Gears: Stock
As in manifolds? I originally planned to use stock LO3 manifolds for cost effectiveness.
#124
Member
Join Date: Jan 2014
Location: Stanton,Tn.
Posts: 296
Likes: 0
Received 0 Likes
on
0 Posts
Car: 97 Z71 Extended Cab
Engine: 5.7 Vortec
Transmission: 4L60E
Axle/Gears: 3:42
Re: LO3 To L30 Swap (In progress)
I think you'll be glad in the end with the headers.The manifolds were gonna really choke you down.
#126
Member
Join Date: Jan 2014
Location: Stanton,Tn.
Posts: 296
Likes: 0
Received 0 Likes
on
0 Posts
Car: 97 Z71 Extended Cab
Engine: 5.7 Vortec
Transmission: 4L60E
Axle/Gears: 3:42
Re: LO3 To L30 Swap (In progress)
I know you don't wanna spend more money,but,I use Livewires by Performance Distributors.They are some of the best wires you can use.They run about $120 per set,but,they will last a long time.They are a ready to use wire w/ no cutting or crimping.Each wire is numbered for the correct cylinder.They come in blue,yellow,red,purple,or black.They hold up really well to headers & high heat.Taylor"s are good as well @ about half that cost.Accel's suck!!! I burn a set up in 25 to 30,000 miles.The "Livewires" are high,but they are well worth it.I can usually get 100,000 miles from a set.
#127
Supreme Member
iTrader: (2)
Join Date: Jan 2005
Location: Hurst, Texas
Posts: 9,997
Received 387 Likes
on
330 Posts
Car: 1983 G20 Chevy
Engine: 305 TPI
Transmission: 4L60
Axle/Gears: 14 bolt with 3.07 gears
Re: LO3 To L30 Swap (In progress)
I know you don't wanna spend more money,but,I use Livewires by Performance Distributors.They are some of the best wires you can use.They run about $120 per set,but,they will last a long time.They are a ready to use wire w/ no cutting or crimping.Each wire is numbered for the correct cylinder.They come in blue,yellow,red,purple,or black.They hold up really well to headers & high heat.Taylor"s are good as well @ about half that cost.Accel's suck!!! I burn a set up in 25 to 30,000 miles.The "Livewires" are high,but they are well worth it.I can usually get 100,000 miles from a set.
#128
Senior Member
Thread Starter
Join Date: Oct 2006
Location: California
Posts: 827
Likes: 0
Received 1 Like
on
1 Post
Car: 1989 Chevy Camaro RS
Engine: L30 TBI 5.0L Vortec
Transmission: 700R4
Axle/Gears: Stock
I know you don't wanna spend more money,but,I use Livewires by Performance Distributors.They are some of the best wires you can use.They run about $120 per set,but,they will last a long time.They are a ready to use wire w/ no cutting or crimping.Each wire is numbered for the correct cylinder.They come in blue,yellow,red,purple,or black.They hold up really well to headers & high heat.Taylor"s are good as well @ about half that cost.Accel's suck!!! I burn a set up in 25 to 30,000 miles.The "Livewires" are high,but they are well worth it.I can usually get 100,000 miles from a set.
I have a set of Accell 300+ race wires that are 10 years old, have over 100K on them, and they are still in great shape. Despite being in a G-van with headers. I only buy cut to fit wires, fit them into looms that actually work and build them around the headers to give them ample clearance. Also do not hesitate to use an insulated boot protector if needed.
Side note- i think this motor is going to scream now with a open exhaust and open element. The headers and Y pipe will mate to a flomaster 3" catback. Will delete the magnaflow cat unfortunately.
#129
Member
Join Date: Jan 2014
Location: Stanton,Tn.
Posts: 296
Likes: 0
Received 0 Likes
on
0 Posts
Car: 97 Z71 Extended Cab
Engine: 5.7 Vortec
Transmission: 4L60E
Axle/Gears: 3:42
Re: LO3 To L30 Swap (In progress)
I would bolt the headers up & get my wire routing layed out on the stand.You will know more then about which boots will work the best with clearance you have.Like I said the Livewires,IMO,are the best.Look em up & take a look @ them @ www.performancedistributor.com. Taylors are good as well.I just never had any luck with Accel.Not so much as burnt from heat,but,the wires themselves just not lasting very long.Breaking down,etc.
#130
Senior Member
Thread Starter
Join Date: Oct 2006
Location: California
Posts: 827
Likes: 0
Received 1 Like
on
1 Post
Car: 1989 Chevy Camaro RS
Engine: L30 TBI 5.0L Vortec
Transmission: 700R4
Axle/Gears: Stock
I would bolt the headers up & get my wire routing layed out on the stand.You will know more then about which boots will work the best with clearance you have.Like I said the Livewires,IMO,are the best.Look em up & take a look @ them @ www.performancedistributor.com. Taylors are good as well.I just never had any luck with Accel.Not so much as burnt from heat,but,the wires themselves just not lasting very long.Breaking down,etc.
What part number do you list for the taylors? I'm wondering if I can squeeze 240hp out of this motor with the free flowing exhaust.
Very worried about how long the original 700r will stand behind this monster.
#131
Supreme Member
iTrader: (2)
Join Date: Jan 2005
Location: Hurst, Texas
Posts: 9,997
Received 387 Likes
on
330 Posts
Car: 1983 G20 Chevy
Engine: 305 TPI
Transmission: 4L60
Axle/Gears: 14 bolt with 3.07 gears
Re: LO3 To L30 Swap (In progress)
Considering the marine 305 Vortec is rated at 250 HP to the propshaft (about 275 at the crank) I would think it is very likely to hit that power number.
#133
Supreme Member
iTrader: (2)
Join Date: Jan 2005
Location: Hurst, Texas
Posts: 9,997
Received 387 Likes
on
330 Posts
Car: 1983 G20 Chevy
Engine: 305 TPI
Transmission: 4L60
Axle/Gears: 14 bolt with 3.07 gears
Re: LO3 To L30 Swap (In progress)
Yes I did....That was stock in my 1997 Express. Turning a gigantic mechanical fan, breathing through a horrible intake and the factory truck exhaust manifolds, terrible intake manifild choked with injector crap, crappy stock cats, through the 55 gallon barrel sized muffler, with a factory tune that had the wide open throttle air fuel ratios in the 10s and only 23-24° of timing advance.
Not to mention it was on a loaded Mustang dyno that reads ~10% lower than a Dynojet.
Not to mention it was on a loaded Mustang dyno that reads ~10% lower than a Dynojet.
#134
Member
Join Date: Jan 2014
Location: Stanton,Tn.
Posts: 296
Likes: 0
Received 0 Likes
on
0 Posts
Car: 97 Z71 Extended Cab
Engine: 5.7 Vortec
Transmission: 4L60E
Axle/Gears: 3:42
Re: LO3 To L30 Swap (In progress)
IDK a part # on the taylors.I would think with a tune,upgraded injectors,& a good exhaust,you should be in the 275 HP range.Maybe a little more.A good 700R4 should handle that fine.Heat & burnouts are what will kill it.Keep it cool & it'll last.Make sure the TV cable is properly adjusted.
#135
Senior Member
Thread Starter
Join Date: Oct 2006
Location: California
Posts: 827
Likes: 0
Received 1 Like
on
1 Post
Car: 1989 Chevy Camaro RS
Engine: L30 TBI 5.0L Vortec
Transmission: 700R4
Axle/Gears: Stock
Yes I did....That was stock in my 1997 Express. Turning a gigantic mechanical fan, breathing through a horrible intake and the factory truck exhaust manifolds, terrible intake manifild choked with injector crap, crappy stock cats, through the 55 gallon barrel sized muffler, with a factory tune that had the wide open throttle air fuel ratios in the 10s and only 23-24° of timing advance.
Not to mention it was on a loaded Mustang dyno that reads ~10% lower than a Dynojet.
IDK a part # on the taylors.I would think with a tune,upgraded injectors,& a good exhaust,you should be in the 275 HP range.Maybe a little more.A good 700R4 should handle that fine.Heat & burnouts are what will kill it.Keep it cool & it'll last.Make sure the TV cable is properly adjusted.
#137
Supreme Member
Join Date: Jan 2007
Location: OC CA
Posts: 1,873
Likes: 0
Received 0 Likes
on
0 Posts
Car: 75 Beast
Engine: 383 +EBL Flash
Transmission: 700R4
Axle/Gears: 4.11 with 33"
Re: LO3 To L30 Swap (In progress)
Thanks for posting progress photos. Just few comments and observations from my side:
1) From timing cover swap - GM assembly process calls for a dab of gray RTV at the corners where timing cover meets oil pan and about 1" up the half moon of the timing cover. Oil pan rail are dry - no RTV. That should put this discussion to bed once and for all.
2) GM still uses conventional link timing chain. Aghh
3) Powder metal rods are standard on L30 - L31 engines. These are plenty strong for stock applications.
4) Plenty of 'witness marks' on the engine - clearly indicates well defined assembly - check-off process.
5) Balancer woodrof key slot had some gray RTV - never seen this before in OE engines!
6) All machined surfaces are clean from charter and tool marks.
//RF
1) From timing cover swap - GM assembly process calls for a dab of gray RTV at the corners where timing cover meets oil pan and about 1" up the half moon of the timing cover. Oil pan rail are dry - no RTV. That should put this discussion to bed once and for all.
2) GM still uses conventional link timing chain. Aghh
3) Powder metal rods are standard on L30 - L31 engines. These are plenty strong for stock applications.
4) Plenty of 'witness marks' on the engine - clearly indicates well defined assembly - check-off process.
5) Balancer woodrof key slot had some gray RTV - never seen this before in OE engines!
6) All machined surfaces are clean from charter and tool marks.
//RF
#138
Supreme Member
iTrader: (2)
Join Date: Jan 2005
Location: Hurst, Texas
Posts: 9,997
Received 387 Likes
on
330 Posts
Car: 1983 G20 Chevy
Engine: 305 TPI
Transmission: 4L60
Axle/Gears: 14 bolt with 3.07 gears
Re: LO3 To L30 Swap (In progress)
Thanks for posting progress photos. Just few comments and observations from my side:
1) From timing cover swap - GM assembly process calls for a dab of gray RTV at the corners where timing cover meets oil pan and about 1" up the half moon of the timing cover. Oil pan rail are dry - no RTV. That should put this discussion to bed once and for all.
2) GM still uses conventional link timing chain. Aghh
3) Powder metal rods are standard on L30 - L31 engines. These are plenty strong for stock applications.
4) Plenty of 'witness marks' on the engine - clearly indicates well defined assembly - check-off process.
5) Balancer woodrof key slot had some gray RTV - never seen this before in OE engines!
6) All machined surfaces are clean from charter and tool marks.
//RF
1) From timing cover swap - GM assembly process calls for a dab of gray RTV at the corners where timing cover meets oil pan and about 1" up the half moon of the timing cover. Oil pan rail are dry - no RTV. That should put this discussion to bed once and for all.
2) GM still uses conventional link timing chain. Aghh
3) Powder metal rods are standard on L30 - L31 engines. These are plenty strong for stock applications.
4) Plenty of 'witness marks' on the engine - clearly indicates well defined assembly - check-off process.
5) Balancer woodrof key slot had some gray RTV - never seen this before in OE engines!
6) All machined surfaces are clean from charter and tool marks.
//RF
The 8800+ gvw engines have a single roller chain. Atleast they no longer use the cam gear with nylon teeth.
The woodrof key on the original engine in the 97 Express had the same dab of RTV. My old 305 and TBI 350 did not, but my crate L05 did.
That engine is going to breathe so much better than stock with the vortecs, the bigger cam, better intake manifold, headers and larger Y-pipe.
Last edited by Fast355; 03-16-2014 at 07:38 AM.
#139
Senior Member
Thread Starter
Join Date: Oct 2006
Location: California
Posts: 827
Likes: 0
Received 1 Like
on
1 Post
Car: 1989 Chevy Camaro RS
Engine: L30 TBI 5.0L Vortec
Transmission: 700R4
Axle/Gears: Stock
Thays exactly how I install my oil pan gaskets even in older blocks I retrofit to a 1-piece gasket.
The 8800+ gvw engines have a single roller chain. Atleast they no longer use the cam gear with nylon teeth.
The woodrof key on the original engine in the 97 Express had the same dab of RTV. My old 305 and TBI 350 did not, but my crate L05 did.
That engine is going to breathe so much better than stock with the vortecs, the bigger cam, better intake manifold, headers and larger Y-pipe.
#140
Senior Member
Thread Starter
Join Date: Oct 2006
Location: California
Posts: 827
Likes: 0
Received 1 Like
on
1 Post
Car: 1989 Chevy Camaro RS
Engine: L30 TBI 5.0L Vortec
Transmission: 700R4
Axle/Gears: Stock
Re: LO3 To L30 Swap (In progress)
Running into some issues. First the block off plates sent by summit didn't fit. Looks like I was receiving universal plates. Found A TBI EGR block off plate on ebay that appears to be an exact fit. Next need dipsticks and plug wires. Below are my choices. Any input?
Plug wire 90 degree for headers
http://www.summitracing.com/parts/su...t/model/camaro
Oil tube with bracket
http://www.summitracing.com/parts/na...et/model/c1500
Without bracket
http://www.summitracing.com/parts/na...et/model/c1500
Plug wire 90 degree for headers
http://www.summitracing.com/parts/su...t/model/camaro
Oil tube with bracket
http://www.summitracing.com/parts/na...et/model/c1500
Without bracket
http://www.summitracing.com/parts/na...et/model/c1500
#142
Senior Member
Thread Starter
Join Date: Oct 2006
Location: California
Posts: 827
Likes: 0
Received 1 Like
on
1 Post
Car: 1989 Chevy Camaro RS
Engine: L30 TBI 5.0L Vortec
Transmission: 700R4
Axle/Gears: Stock
Re: LO3 To L30 Swap (In progress)
Need your help on this guys. Both me and RF have been debating on what the motor will need as far as fueling goes.
My calculations show that the motor needs 76PPH per injector to support 260crank HP. This can be accomplished by 65lb injectors from the caprice at 18psi.
The issue we have is should we go that route and risk running rich everywhere else? Or just bump stock injectors to 25PSI which will yield 76PPH.
Side note. Just ordered a new fuel tank, filter, and EP241 TPI pump to adequately supply the fuel.
My calculations show that the motor needs 76PPH per injector to support 260crank HP. This can be accomplished by 65lb injectors from the caprice at 18psi.
The issue we have is should we go that route and risk running rich everywhere else? Or just bump stock injectors to 25PSI which will yield 76PPH.
Side note. Just ordered a new fuel tank, filter, and EP241 TPI pump to adequately supply the fuel.
#143
Supreme Member
iTrader: (2)
Join Date: Jan 2005
Location: Hurst, Texas
Posts: 9,997
Received 387 Likes
on
330 Posts
Car: 1983 G20 Chevy
Engine: 305 TPI
Transmission: 4L60
Axle/Gears: 14 bolt with 3.07 gears
Re: LO3 To L30 Swap (In progress)
Need your help on this guys. Both me and RF have been debating on what the motor will need as far as fueling goes.
My calculations show that the motor needs 76PPH per injector to support 260crank HP. This can be accomplished by 65lb injectors from the caprice at 18psi.
The issue we have is should we go that route and risk running rich everywhere else? Or just bump stock injectors to 25PSI which will yield 76PPH.
Side note. Just ordered a new fuel tank, filter, and EP241 TPI pump to adequately supply the fuel.
My calculations show that the motor needs 76PPH per injector to support 260crank HP. This can be accomplished by 65lb injectors from the caprice at 18psi.
The issue we have is should we go that route and risk running rich everywhere else? Or just bump stock injectors to 25PSI which will yield 76PPH.
Side note. Just ordered a new fuel tank, filter, and EP241 TPI pump to adequately supply the fuel.
I see many Vortec head 305/350 engines pull a BSFC around .45 near peak HP, real world on the dyno.
260 hp X .45 lb/hp/hr bsfc = 117 lbs hr
117/.85 %DC = 138 lbs/hr
138 lb/hr / 2 injectors = 69 lb/hr
I feel that a set of 68# @ 13 psi cop car injectors will fuel the engine at 14 psi with room to spare.
Last edited by Fast355; 04-02-2014 at 09:57 AM.
#144
Supreme Member
Join Date: Jan 2007
Location: OC CA
Posts: 1,873
Likes: 0
Received 0 Likes
on
0 Posts
Car: 75 Beast
Engine: 383 +EBL Flash
Transmission: 700R4
Axle/Gears: 4.11 with 33"
Re: LO3 To L30 Swap (In progress)
Thanks Fast355 for chiming in on this subject.
IMHO, we can initially fire-up 305 Vortec with existing 55 lb-Hr injectors at stock fuel pressure levels. Once everything is squared away - new tank, and higher pressure FP (EP241) are in place we can install standard 61lb-hr truck injectors with higher pressure spring from TBI parts. Once we know actual fuel pressure with a new spring BPC value can be calculated.
Injector swap is easy - just exchange fuel pod (undo fuel lines, three bolts and torx screwdriver). However, as we all know ECM tables will have to be updated to make use of higher flowing injectors and to prevent host of other issues. But we are getting too far ahead. We still have a lot 'wrenching' to do before we get to this point!
//RF
IMHO, we can initially fire-up 305 Vortec with existing 55 lb-Hr injectors at stock fuel pressure levels. Once everything is squared away - new tank, and higher pressure FP (EP241) are in place we can install standard 61lb-hr truck injectors with higher pressure spring from TBI parts. Once we know actual fuel pressure with a new spring BPC value can be calculated.
Injector swap is easy - just exchange fuel pod (undo fuel lines, three bolts and torx screwdriver). However, as we all know ECM tables will have to be updated to make use of higher flowing injectors and to prevent host of other issues. But we are getting too far ahead. We still have a lot 'wrenching' to do before we get to this point!
//RF
#145
Supreme Member
iTrader: (2)
Join Date: Jan 2005
Location: Hurst, Texas
Posts: 9,997
Received 387 Likes
on
330 Posts
Car: 1983 G20 Chevy
Engine: 305 TPI
Transmission: 4L60
Axle/Gears: 14 bolt with 3.07 gears
Re: LO3 To L30 Swap (In progress)
Thanks Fast355 for chiming in on this subject.
IMHO, we can initially fire-up 305 Vortec with existing 55 lb-Hr injectors at stock fuel pressure levels. Once everything is squared away - new tank, and higher pressure FP (EP241) are in place we can install standard 61lb-hr truck injectors with higher pressure spring from TBI parts. Once we know actual fuel pressure with a new spring BPC value can be calculated.
Injector swap is easy - just exchange fuel pod (undo fuel lines, three bolts and torx screwdriver). However, as we all know ECM tables will have to be updated to make use of higher flowing injectors and to prevent host of other issues. But we are getting too far ahead. We still have a lot 'wrenching' to do before we get to this point!
//RF
IMHO, we can initially fire-up 305 Vortec with existing 55 lb-Hr injectors at stock fuel pressure levels. Once everything is squared away - new tank, and higher pressure FP (EP241) are in place we can install standard 61lb-hr truck injectors with higher pressure spring from TBI parts. Once we know actual fuel pressure with a new spring BPC value can be calculated.
Injector swap is easy - just exchange fuel pod (undo fuel lines, three bolts and torx screwdriver). However, as we all know ECM tables will have to be updated to make use of higher flowing injectors and to prevent host of other issues. But we are getting too far ahead. We still have a lot 'wrenching' to do before we get to this point!
//RF
#146
TGO Supporter
iTrader: (1)
Re: LO3 To L30 Swap (In progress)
My calculations show that the motor needs 76PPH per injector to support 260crank HP. This can be accomplished by 65lb injectors from the caprice at 18psi.
The issue we have is should we go that route and risk running rich everywhere else? Or just bump stock injectors to 25PSI which will yield 76PPH.
The issue we have is should we go that route and risk running rich everywhere else? Or just bump stock injectors to 25PSI which will yield 76PPH.
Last edited by Ronny; 04-02-2014 at 11:53 AM.
#147
Senior Member
Thread Starter
Join Date: Oct 2006
Location: California
Posts: 827
Likes: 0
Received 1 Like
on
1 Post
Car: 1989 Chevy Camaro RS
Engine: L30 TBI 5.0L Vortec
Transmission: 700R4
Axle/Gears: Stock
Re: LO3 To L30 Swap (In progress)
I know you two are just trying to be safe, but I feel your calculated fuel need is a little high for the HP you will make. I also feel your HP prediction is a bit high for the stock camshaft, but not out of the question.
I see many Vortec head 305/350 engines pull a BSFC around .45 near peak HP, real world on the dyno.
260 hp X .45 lb/hp/hr bsfc = 117 lbs hr
117/.85 %DC = 138 lbs/hr
138 lb/hr / 2 injectors = 69 lb/hr
I feel that a set of 68# @ 13 psi cop car injectors will fuel the engine at 14 psi with room to spare.
I see many Vortec head 305/350 engines pull a BSFC around .45 near peak HP, real world on the dyno.
260 hp X .45 lb/hp/hr bsfc = 117 lbs hr
117/.85 %DC = 138 lbs/hr
138 lb/hr / 2 injectors = 69 lb/hr
I feel that a set of 68# @ 13 psi cop car injectors will fuel the engine at 14 psi with room to spare.
http://www.rockauto.com/catalog/more...672&cc=1037427
New tank and pump set to be delivered tomorrow (4/3). Install scheduled for this Friday.
#149
Supreme Member
Join Date: Apr 2010
Location: Modesto, California
Posts: 1,015
Likes: 0
Received 5 Likes
on
4 Posts
Car: 88 Firebird Formula
Engine: LO5 5.7 TBI/Ebl Flash
Transmission: 700R4
Axle/Gears: 2.73 stock rear end
Re: LO3 To L30 Swap (In progress)
Do you have part numbers on said injectors? I came up with these but not sure.
http://www.rockauto.com/catalog/more...672&cc=1037427
New tank and pump set to be delivered tomorrow (4/3). Install scheduled for this Friday.
http://www.rockauto.com/catalog/more...672&cc=1037427
New tank and pump set to be delivered tomorrow (4/3). Install scheduled for this Friday.
Sweet to see a nice LO3(based) build is going on.
#150
Senior Member
Thread Starter
Join Date: Oct 2006
Location: California
Posts: 827
Likes: 0
Received 1 Like
on
1 Post
Car: 1989 Chevy Camaro RS
Engine: L30 TBI 5.0L Vortec
Transmission: 700R4
Axle/Gears: Stock
Re: LO3 To L30 Swap (In progress)
I hope your buying the injectors/FPR new. I pulled some 17084327 injectors in pod out of a 92 caprice (Vin code F), but unfortunately had bad luck with either the injectors or FPR because it caused a stalling in gear, rough idle problem. I learned my lesson the hard way, but not all of them are like that i bet.
Sweet to see a nice LO3(based) build is going on.
Sweet to see a nice LO3(based) build is going on.