Post by eidairman1 on Mar 31, 2024 22:38:11 GMT -5
It's been awhile since I've been on any forums (about to drop TPU altogether) anyways enough of that shitty page.
My 2007 Classic Silverado 1500 Extended cab GMT800, not 900, had a catastropic failure in the engine, 4.8 LS Gen 3. It seized up due to no oil pressure. In February I learned I might have had a blown head gasket because when I drained the oil a lot of orange fluid came out,then oil, and yes physics proves water is denser than oil- the orange being GM coolant and water.
I acquired a 'LS1' Iron Block, basically already been through overhaul, it started out as a LM7 5.3, bored out to 3.898" from 3.780" so 0.118" increase. The crank between the LS1 and the LM7 are the same at 3.622". It has Icon Forged flat top pistons which the lm7 had dished pistons, 799/243 heads which are better than the OG LS1 heads, LS2 style timing chain, Melling HP oil pump with 80 psi spring installed from factory. Other parts are from BTR-rockers with Michigan Motorsports brass bushing trunnions, 7.4" .080" wall thick pushrods, valve springs, ls7 lifters, lifter trays, and Truck Norris cam; ARP head studs, it looks like main cap studs/bolts windage tray studs; Improved Racing Products oil galley barbel/dogbone plug. I provided the Aftermarket rocker stand rails, rockers & bolts, WVE by NGK cam and crank sensors.
It was cheaper than putting my dead 4.8 through an overhauler
Here is the kicker, GM never released an iron block designated with the RPO code of LS1, as it was aluminum, so in a way this engine is fairly unique.
I am trying to close it up so it will be ready for the swap.
So far checked torque on head studs, cam gear, oil pump. My friend modified the oil pickup tube mounting plate slightly and the pickup tube girdle I bought from Amazon so it would clear the t key holding the mounting plate from rotating during install. I replaced the timing cover crank seal and cleaned it better; cleaned the valley cover where knock sensors go, replaced both seals as the guy was going to use the old units, put in delphi knock sensors since he said he bought amazon units. I cleaned my truck oil pan as he had 1 that was an aftermarket to be used in cars, not torqed in yet as I need to prep the rear main cover, it is on a stand so I can't get it off as there are 2 points where the oil pan needs sealant for the front and rear covers. So I still need to put exhaust manifolds on, and the rear 2 spark plugs with wires, 150 PSI oil Switch by AEM, That will be another weekend. Intake and front accessories will be swapped to the 5.7 when the 4.8 is pulled, the injectors for the 4.8-6.0 are the same in performance from 2004+ so it should have no problem with the 5.7L.
I will start to get some images of this engine, yes LS are dime a dozen but it makes for easier swaps, great aftermarket support for an engine series that was last produced in 2016 and was originally released in 1996, replaced by the Gen 5 LT1/4. Also I would have never been able to find another truck for the price I paid in 2016 with less than 80,000 miles on it and I am on the Err about vehicles produced after 2007... Sorry but I dislike the GMT900...
I got the truck then with 75000, and got it up to 188,000. I see them typically doing 350,000+, I just had a 1 off style failure and didn't know it.
My 2007 Classic Silverado 1500 Extended cab GMT800, not 900, had a catastropic failure in the engine, 4.8 LS Gen 3. It seized up due to no oil pressure. In February I learned I might have had a blown head gasket because when I drained the oil a lot of orange fluid came out,then oil, and yes physics proves water is denser than oil- the orange being GM coolant and water.
I acquired a 'LS1' Iron Block, basically already been through overhaul, it started out as a LM7 5.3, bored out to 3.898" from 3.780" so 0.118" increase. The crank between the LS1 and the LM7 are the same at 3.622". It has Icon Forged flat top pistons which the lm7 had dished pistons, 799/243 heads which are better than the OG LS1 heads, LS2 style timing chain, Melling HP oil pump with 80 psi spring installed from factory. Other parts are from BTR-rockers with Michigan Motorsports brass bushing trunnions, 7.4" .080" wall thick pushrods, valve springs, ls7 lifters, lifter trays, and Truck Norris cam; ARP head studs, it looks like main cap studs/bolts windage tray studs; Improved Racing Products oil galley barbel/dogbone plug. I provided the Aftermarket rocker stand rails, rockers & bolts, WVE by NGK cam and crank sensors.
It was cheaper than putting my dead 4.8 through an overhauler
Here is the kicker, GM never released an iron block designated with the RPO code of LS1, as it was aluminum, so in a way this engine is fairly unique.
I am trying to close it up so it will be ready for the swap.
So far checked torque on head studs, cam gear, oil pump. My friend modified the oil pickup tube mounting plate slightly and the pickup tube girdle I bought from Amazon so it would clear the t key holding the mounting plate from rotating during install. I replaced the timing cover crank seal and cleaned it better; cleaned the valley cover where knock sensors go, replaced both seals as the guy was going to use the old units, put in delphi knock sensors since he said he bought amazon units. I cleaned my truck oil pan as he had 1 that was an aftermarket to be used in cars, not torqed in yet as I need to prep the rear main cover, it is on a stand so I can't get it off as there are 2 points where the oil pan needs sealant for the front and rear covers. So I still need to put exhaust manifolds on, and the rear 2 spark plugs with wires, 150 PSI oil Switch by AEM, That will be another weekend. Intake and front accessories will be swapped to the 5.7 when the 4.8 is pulled, the injectors for the 4.8-6.0 are the same in performance from 2004+ so it should have no problem with the 5.7L.
I will start to get some images of this engine, yes LS are dime a dozen but it makes for easier swaps, great aftermarket support for an engine series that was last produced in 2016 and was originally released in 1996, replaced by the Gen 5 LT1/4. Also I would have never been able to find another truck for the price I paid in 2016 with less than 80,000 miles on it and I am on the Err about vehicles produced after 2007... Sorry but I dislike the GMT900...
I got the truck then with 75000, and got it up to 188,000. I see them typically doing 350,000+, I just had a 1 off style failure and didn't know it.