Taylor....you're way ahead of me. I'm doing a ground up rodstoration and am just getting the chassis all together. I test fitted everything and then stripped everything down to get blasted, painted and coated. I figured I just get to the electrical when I get to it.
The radiator hoses exit on the same side of the motor. On mine they are towards the passenger side. I'm not sure if I'm going to a custom radiator or pipe to the stock one yet.
For now I'm using the stock F-body exhaust manifolds. They look like they will work good and have the O2 sensor in it.
For the gas I'm going with an inline fuel pump and it depends on which kind of gas manifold is on your motor. There are a few versions depending on the donor vehicle. I'm keeping the stock gas tank location and going to run the pump somewhere on the frame rails. You will need apx 60 psi pump. Some of the manifolds have a return line and regulator at the motor some don't. Street and Performance sell either kind and they also have a gas manifold that switches the feed side.
68 LSS1 has his up and running and can give you some more info. From the pictures posted above the 5.3 looks completely different than the LS1/LS6.

Sweet. I was thinking I could do an inline also but someone said I couldn't. Guess it depends on if it has a return line or not... even if it does that shouldn't be much of a problem to add on. I'd like to keep the stock tank if possible. Hopefully I can just make the stock radiator work bc I just got a new one!
Thanks for all the feedback guys - keep it coming!

Question...

If the 5.3 & 6.0 are in the LS1 family... do they have aluminum blocks & heads as well? I just can not see putting an aluminum engine in a truck?!.

JOhn

the 5.3 is a steel block with aluminum heads and the 6.0 is a steel block with steel heads although supposedly there is also a more expensive and rare aluminum headed one but I have never seen it myself.

I'm not sure if the LQ9 heads are alum or not, but I see them going everywhere for a nice penny.

I thought I read somwhere that the 6 liter heads were only iron in 2000 and aluminum in subsequent years.

then the lq9 would be alum, they are the 01-02 heads. if not 01-present.

I swapped an '89 TBI 350 from a chevy van into my '67 4wd with very little problem. Not sure how comparable it is to your swap but I am willing to pass along any info as to how I did it with that year motor. Biggest pieces of advice I can give are: Buy the Helm manual for the donor vehicle and if at all possible get the entire wiring harness and remove it yourself so you have a better idea where wires went and can label them for future reference.

I think the GMC Envoy XL and siblings with the 5.3 Liter have aluminum blocks and heads, but I'm not positive on that, I'll have to ask my GM Engineer friend of mine (or check GM.com) to know for sure.

I am currenty going to do this type of a conversion. I have a 2003 5.3 out of a SSR (all aluminum). I am getting the accessories since my motor was not complete.

Computer reporgramming I am having done by NelsonPerformace $490
Wiring I am having Speartech do $450 I think
Headers from S & P for about $400 (ceramic coated)
Mounts I am going to fab
Fuel system I am still undecided. In tank under bed with pump is $650
Under bed fuel cell with inline pump is about $500
Transmission - Not sure if I want to use the 4l60e or th T-56 6speed from a comaro

Also if you goto LS1truck.com you can also find a lot of information there.

Pictures of another 5.3
 

The engine on the engine stand is mine. Also include measurements to make adapter plates (from the LS1truck message board)

Sweet! Thanks. I'm pretty sure you can't run a T-56 with a 5.3 though. Maybe the SSR block is different but I know the regular 5.3's you can't because of the flywheel. All of the other LS1's work no problem 4.8, 5.7, 6.0 correct me if I'm wrong here?
Thanks again,
Taylor Sims

I am not 100% sure, but John from speartech said that you just use the flywheel from a t-56. Bellhousing is the same. I am still mulling over auto or stick.

Interesting. I was going to do a 700r4. I have a guy out here that does them all the time. He has engineered some parts to beef up the 700 and has made 750+ hp capable trannies. I have one in my 84 Z28 that does great.
I found another dude that was going to re-program my ECM for like $250 let me see if I can find the number, should save you some bread.
What are you going to do about the electronic throttle design (TBW - throttle by wire). Does someone make a conversion kit to go to a manual cable design?
Thanks!

If you use a 99-02 throttle body you will be ok, they didn't start to use the drive by wire till 03 and on. I have a 02 throttle body for mine. If you choose to keep the newer throttle body you just need a gas pedal from that truck and the wire from my understanding.

The guy I was talking to said it was a 2001... Maybe he didn't know. I wonder if someone will swap with me for a manual cable?

I am presently working on an install of a 2000 LS-1 5.7 engine into a '68' Chevy pickup and I have been working all of the angles for the install.
The 5.3 IS a LS series motor. (same block, different pan and intake) The intake did run a better flow pattern and power curve on a 5.7 engine than the LS-1 or LS-6 intakes in the "Chevy High Performance" magazine, last month. The intakes off of the trucks are considered the "Big Ugly", because of it's looks and design. My plans include the use of a chromed Wieand intake that is ported to the heads, along with the upgrades on the MAF sensor. I am also using the automatic transmission (4l60E) with the modified rear tube for the manual speedo drive. The engine will need the modified motor mount plates to allow for mounting on the factory motor mounts in the truck. The fuel tank is the other item of concern, fuel pump mounted in the tank, etc. The computer will need to be mounted in the cab and the wiring harness will need to be modified to eliminate the secondary O2 sensors and the "VATS" program, as well as the purge canister, these mods will give a boost in horsepower. STREET AND PERFORMANCE in Mena, Ark. is a good source for all of this.

I drove a 68 chevy with this setup in it and there was no way to glue the tires to the ground. Step into it at the line and instant smoke. Let off the gas and coast down to 30 mile per hour, drop the gear shift into second and once again instant tire smoke. These LS-1 motors are incredible for building horsepower, not to mention that they are an all aluminum motor and are 150 pounds lighter than your average 350 engine. As for the install of new technology in an old truck. It is getting harder and harder to get real efficiency out of a standard carb/intake setup and with the price of gas I want to get everything that I can from the investment that I make at the pump. GM rates these motors at 320 hp to 405 hp, depeneding which application they come out of, AT THE REAR WHEELS not the fly wheel. With changes in the computer, one can kick the motor 50 horsepower without any wrench turning, get the wrenches out and get 100 hp more (cam, intake, exhaust, and heads). I can't lose on this deal.

Sorry to burst your bubble, a Gen3 Vortec is a Steel LS1 Block minus All Aluminum. The Vortec Heads from a Gen 3 will not work on Gen2 and Vortec Engines of 96 - 98 Trucks. Completely Different.

Throttle By Wire TBs were used on Corvettes from 97 - 04. 98 - 2002 Camaro Z28/SS and Pontiac Formula/TA/WS6/Firehawk all used Throttle By Cable. I do know that Trucks 99 - 02 used throttle by Cable as well, instead of Wire. For the computer all you have to do is find someone with LS1 Edit and reprogram the computer or buy a Granatelli MS Diablo Programmer and e-mail them what you need programmed out, then GMS will send you a custom flash, so you can do that. If I could afford an LS1, I would throw one in my truck especially with the BW T56 or Zexel T56 and be in HP heaven.

Charlie

Friend of mine is running a t56 from an ls1 camaro in an old 350 and he had to get a longer bell housing because the input shaft was longer as if the newer motors are drilled deeper for the pilot bushings input shaft area so be sure to check that out ..


I seen a 4wd Magazine in the airport the other day where they were putting a 6.0 in a blazer all they showed was how to put it in they made some plates like shown in the previous post and used stock towers and stock mounts , They said they planned on using the old 700 r4 and just used a late model flywheel for an auto .

I would have bought the mag because i would like to have a 6.0 in my 85 3/4 ton but they didnt show how to wire it up and what is involved I belive it was petersons 4WD but they did go into great detail on how to get the engine in and mounted.

Painless wiring! I used their kit for the ls1 in my '68. You will have to pay to reprogram the computer module point blank. Once it's in though, you'll love it. Nothin' like 310 rwhp w/o headers or any other bolt ons or cruisin' 80mph @ 2500rpm and 24mpg. I'll post some pics of the engine compartment shortly.

http://67-72chevytrucks.com/vboard/s....php3?t=107525

a member here doing a swap real similar. the ls1 motors are awesome, but they aren't the cheapest swaps to do unfortunately

Really? Painless wiring? Which kit? Does it have good instructions? Will I need a pin out for the PCM or what? Please explain as much as possible!!! I also need a better photo of the motor mount plates because I can't read the number on the picture bc it is too small!
Thanks for all the info!
-Taylor

1999 LS1 in '67 Shortbed
 

Here's a couple of shots of the engine bay in my LS1/4L60E swap in progress. I used Hooker Super competition LS-1 Camaro headers by cutting and rewelding the drivers side collector. My own custom motor mounts were used and I had speartech reprogram the computer and rework the harness-I highly recommend them. If your time is worth more than 50 cents an hour, you are money ahead in my opinion to get a professional to rework your harness. In the long run you will be happier. I have done swaps both ways, my harness made from scratch or off the shelf.

According to my research, the painless kit is just as high or higher in the end than having a pro make you a harness and you have to use an early LSI computer only (97). There is also a GM ASA racing harness available for a fair amount of money.

Ditto on that, I have a few friends that work at GM that have told me this as well.

Pic's of a LS1 Motor in a 68 Chevy