i just bought a 85 with a 2.8 auto. i have the old 5.3 out of my 01 silverado. i would really like to do this swap but im still using the computer, wiring, intake, ect, is the edelbrock performer intake and ignition box any easier to do? i basically have a long block with all sensors and coil packs.
sorry im a rookie at this forum thing

 

i have the old 5.3 out of my silverado i want to put in the camaro i just got. it is basically a long block with all the sensors and coil packs. the ecm and harness are still in the truck. what i want to do is put this in with the edelbrock performer manifold and ignition box. i would like to run atleast a 150 shot through it to make up for having a stock engine. i also have a turbo 400 but i can get a 700r4 for next to nothin.

will the stock in tank pump be enough to run just the engine with a regulaor?
are there any aftermarket y-pipes that will bolt right up to the f-body manifolds?
do i have to use the f-body accessories with a carb?
what do i need to make the trans work?
appreciated any help
thanks

im a rookie so take it easy on me

 

Sounds like a do-able strip combo. Except for the stock 2.8l fuel pump part.

Sounds like a terrible street combo.

The 5.3 is an LS family engine. While you can hook a TH700 to one, it isn't ideal.

{Let's keep your questions in one thread.}

 

sorry i thought i put 1 of these under something else.
why wouldn't the fuel pump work with a carb for just the engine dont they run at like 40-45 psi? what about the turbo 400 would that be the better choice

 

The TH400 will work, but the 3 spd isnt ideal for a street car

Whats wrong with the 4L60E from your truck?

Why bother with a carb conversion?

 

The LSx engines need to run 58 psi of fuel pressure. You can use the current in-tank pump with an aftermarket in-line pump if you are going to keep the engine as stock as installation permits. But sooner or later, you'll be installing a Walbro 255 lph pump in your tank.
I suggest getting the appropriate intake manifold, accessory brackets, water pump, and oilpan, but reusing everything you can from the truck. You'll need to have the anti-theft deleted from your computer, and have it reprogrammed for the change of gear ratio and tire size. Your Camaro should currently have a 3.42:1, 7.625", 26-spline axle in it. This is adequate for now.
If the truck is 4wd, then you can't use it's transmission, but if it's 2wd, you should. You can't use the trans that's attached to the 2.8L.
For an exhaust system, you'll need to get a local muffler shop to custom-bend you a y-pipe, but this should be possible for $100, no more than $150, though it won't be ideal. Have them use 2.5" tubing until they come together, then 3" from there on.
If you use a 700R-4, you'll need to go to www.700r4.com to get a bracket for the T.V. ( throttle valve) cable, and then you create issues with the speedometer / VSS situation. More in a few minutes.

 

Being an '85, your car probably has a cable speedometer, with the VSS in the dash. But GM did the VSS 3 different ways with the 700R-4, so we'll need to know what version is in your 700R. Easist to just post us a pic.
You need a VSS signal to the 5.3's computer so it doesn't stall every time you get to a stop sign. Also, if your truck had an automatic, you'll need whoever deletes the anti-theft to also correct for a non-electric trans. I suggest Nelson Performance. You can look into them at www.ls1truck.com
It'd be cool if you could get the truck gauges, and their wiring, into the Camaro dash, it'd save you an awful lot of electronic or financial hassle, but at the expense of some manual labor.
And the nitrous isn't inherently bad, but if you insist, then you most definitely must change your in-tank pump. Also, stock exhaust manifolds with nitrous is close to shooting yourself in the foot. Headers are $800, but... Also, your custom y-pipe for manifolds being crush-bent only exascerbates things.
now, without nitrous and without headers, you'll still be ahead of any V6 sedan, and any pre-'05 stock Mustang GT/auto trans. Your 5.3 makes 285 hp at 5200 rpm, and 325 ft-lbs, which is what the '96-'97 Z28 made. And you're doing it with 25 less cubic inches. Not bad.

 

I was wondering, can't you can't swap the tail housing on the trans from 4WD to 2WD? I know this is possible for a 700R4.

 

i want to use the edelbrock carberated manifold with the dis igntion they have for it. it comes with all the wires for cranck cam map and other sensors and it lets you use the stock coils. it also comes with 6 base ti ing pills and the option to get more. the reason i don't use my truck stuff is because i put a lq4 in it with patriot stage3 heads, comp .550 lift cam pacesetter long tubes and y pipe gibson supertruck exhaust 3k stall and 4.10s. I reused all acc brackets computer trans intake ect. went 12.60 with that combo in a 5500# ext cab 2wd truck. im thinking of doing the same mods to this engine but a bit of a bigger cam to match the intake. i was thinking if f-body exhaust manifolds work so will some shortie headders. am i wrong? im not worried about gas mileage its just a weekend car. thats why im leaning more toward the th400.

 

The output shaft is also different. It can be done, but requires a full tranny disassembly.

 

Ahh, good info. Thank you!

 

255 intank is the easiest and cheapest solution for fuel. Inline pumps are more expensive than intanks

Using the 700R4 makes the VSS situation simple. Nab an electric VSS tailhousing, VSS and 40 tooth reluctor off a late 80s-mid 90s truck/van. Install them and wire it directly to the PCM like the truck did. The speedo signal out of the PCM should be the input signal for your cable driver box. Cable-X is the main one ive seen used

The TH400 never had a large VSS housing so you're stuck with cable outputs only. There are several inline cable to electric signal generators available, but none that output the LSx PCMs 40ppr. Luckily you can fudge the ratio in the tune or buy yet another conversion box from dakota digital to change the signal to 40ppr

Plan B is with a differential or DS mounted VSS

EFI works really well with LSx engines and is normally cheaper than swapping to carb

LSx manifolds are among the BEST flowing manifolds ever designed. They are essentially cast shorties. If you cannot afford the swap LT headers then modify some decent SBC headers. Its been documents several times on this forum and tech

 

Okay, I thought the truck was totalled or something. Sorry. Now, The TH400 needs a 3.73:1 axle to equal the performance of a 700R-4 with a 3.08:1 axle, and in this scenario, the TH400 will require 3200+ rpm to go 65 mph, while the 700R-4 will do it at just 1800 rpm, both assuming 26" tire dia. This alone should show you how bad the TH400 is. It being just a 5.3L, it'll really love a 700R-4 with a 3.73:1 gear.
And since you're going carbureted, forget the Walbro 255. The LSx has no provision for a mechanical fuel pump, so you still have to go electric, but you need about 7 psi, not 39-45.

 

THAN YOU, Atilla thats what i wanted to know. will f-body shorty headders work instead of manifolds? would these be better? i know the ls exhaust manifolds don't flow that bad and i dont want spent 800 on headders?

 

I'm not the most experienced on this aspect, but I do know how to get 400 rwhp from an LS1 with these exhaust manifolds. The biggest issue is if you can find someone who can do the y-pipe with a mandrel-bender. That, or buy a bunch of mandrel-bent bends, then cut and weld to fit. The headers are worth no less than 30 horses, and you can start feeling the difference by about 4000 rpm. Still, not only are they costly, but they are blatantly illegal. With a custom Y, you can still fit cats in the stock location. This may not apply to you right now, but it is good to know.

 

If you're going carb, you'll want a non-computer controlled transmission. If you're going EFI, then the 4L60e becomes a viable option. The issue is that you need the computer to run the 4L60E unless you want to pay a fortune for a stand-alone controller. If you keep the EFI on the 5.3, then I'd say find a 4L60E out of a 2wd truck. They're cheap and easy to find, and then you'll have a full drivetrain that your computer can control.

if you want to go the carbureted route, then I'd use a 700R4 for a street car, or th400 for a track car. I personally wouldn't want to go without overdrive on a street car. Hooking a 5.3 to a 700R or a Th400 isn't as hard as some make it sound. You need crank spacer, or an aftermarket flywheel. Neither is expensive.

 

The LS1 PCM can be used to control the 4L60E without controlling engine functions. Its not ideal but it works

 

who sells the spacer act to bolt them together? im prolly gonna go with 700r i would like keep it somewhat streetable for the cruise nights. thats about the most it will get driven is on the weekends and run 12's at the track. will the stock crossmember with with the 700 i think thats what it has now but i know the bellhousings are diffrent between the ls and 2.8

 

700R4's and 4L60's have a cast cast with incorporated bellhousings, much like the TH350 and TH400. You cannot use a V6 700R4 on a GEN I, II, III, IV SBC without an adapter plate. Once you get the adapter plate, the V6 trans is significantly weaker than any V8 trans and will last even less than a T5

GMPP sells the spacer. It was stock on many 4L80E equipped trucks. Be sure to get the longer bolts too and read the instructions