84 K10 5.3 Vortec 4l60e swap help..pointers

[84Silverado4x4]

Looking for some advice or opinions for the route I should take in swaping a 5.3 and 4l60e in my 84 shortbox 4x4.  It currently has a tired 350 and 700r4 in it.  The truck has a np208 transfer case that just rebuilt and would like to reuse it.  I'm looking to do it on a low budget but I would still like to do a quality job.  The truck has a suspension lift with 35" tires and 4:10 gears.  I use the truck as a daily driver and will pull a small trailer now and again.  I'm looking to do the swap for the EFI and I would like to see a little better fuel economy. I'm not sure what year 5.3 would be the best to look for and if cable or drive by wire is the better way to go.  Also wondering what I will all need to make the swap....like motor mounts...tranny mount?...wiring harness...ecu......fuel system.  Any pointers would be great!

[Captkaos]

Most tuners prefer the newer stuff and Drive by wire, but if you're only after stock performance (which is well above what came factory) Any would be good, but the early ones with mechanical throttle can be easily swapped to our trucks.  Check my thread on my conversion, I tried to detail everything I could: http://forum.73-87chevytrucks.com/smforum/index.php?topic=12120.0.

You can use the current 700Re if you wanted, you don't have to go with the 4L60E if you want to save money and your 700R4 is up to par.  I would get the whole motor as a pull out and get everything that is attached from the radiator hoses partial exhaust and manifolds, throttle cable and complete UNCUT wiring.  For fuel, you can use your existing setup, just get a 87-91 R/V sending unit and drop in a EFI pump.

The trans mount should be the same if you are able to use the np208 which should bolt up to the 60E if I remember correctly.  For motor mounts, I suggest anyones plate system and use your existing motor mounts.  I have used Edelbrok plates, transdapt plates and Street and Performance plates without issue.

I haven't used these but http://dirtydingo.com/store/index.php?cPath=1_206_305_318 is one that supposed to fit,
$53 transdapt: http://www.jegs.com/i/Trans-Dapt/969/4572/10002/-1
$47 jegs with hardware: http://www.jegs.com/i/JEGS+Performance+Products/555/50523/10002/-1

[84Silverado4x4]

My current 700r4 is getting a little tired so I was thinking of either rebuilding it or replacing it with a 4l60e.  Is it difficult to hook up the TV cable to the 5.3?  Most people I have talked to pointed me towards the 4l60e but I know they are finding some pretty cool ways to build the 700r4 very strong and capable.  Just seemed like I could get a rebuilt or used 4l60e cheaper than a rebuilt 700r4.  Is there a trans adapter I need to make the 4l60e work with my np208?  I was thinking of using the Dirty Dingo motor mounts as I have heard good things about them.  Is there a year range of the 5.3 that is better than another or a year(s) to stay away from?  Is it best to spend the extra up front and buy a drop out engine package with wiring and an ecu?  Or do I just buy a harness and ecu that is meant for my conversion and tuned?  If so where should I go for a harness and ecu?  If I drop in a 87-91 r/v series sending unit what pump should I use? 

[Captkaos]

The only difference in a 4L60E and a 700R4 is the electronic control.  You can make them handle power, but stupid power you will be spending some money on.
There is no adapter required to connect the LS to the 700R4, you just don't use one bolt.  You do have to make sure what year you use as you possibly would need to use the spacer that came on the early motors to engage the Trans.
For the TV cable here is one solution: http://www.tvmadeez.com/ls1_cam/
For the NP208 to 4L60E http://www.advanceadapters.com/products/50-0405--6-bolt-to-4-bolt-adapter-with-vss-for-the-1997-current-gm-4l60e4l65e-4-speed-automatic-transmissionadapter-kit/ (PN 50-0405)
Any 5.3L will work, they are all better than you current offering.  '03-up all had drive by wire, you need pre -03 intake to use the TV cable setup.
If you aren't intimidated by wiring, I would get a pullout with all the stuff I listed above and just unpin it, or send it off to be cleaned up.  lt1swap.com has all the info you need to do this though.  ECM I would just use one from the motor, wiring I have used painless' kit but the next one I do will just be an unpinned harness.
for the sender use and EP381 pump (96-up Vortec pump)

[84Silverado4x4]

I keep hearing how that's the only difference but it sure seems like the general consensus is that the 4l60e is a better way to go over the 700r4.  If you had to rebuild the 700r4 or buy a 4l60e what would you do?  Also what 5.3 would you purchase... the drive by cable or drive by wire?  I had a new body style GMC and the throttle pedal had terrible lag...I could put it to the floor and literally count to about 5 before it did anything.  I loved the truck but that would be a complaint.  Can they tune them to make that better?  I also was looking at possibly using a Lokar drive by wire pedal if I went that route.   Is that a good way to go or is it better to stick with the stock pedal out of a donor truck?  I heard if you buy the right motor mounts and the right exhaust manifolds or headers you wont need to notch or trim the frame.  Any idea what combo that would be?  I think it was using Dirty Dingo mounts and some exhaust combo.  I'm thinking I would like to stick to manifolds just to keep the leaks to a minimum and I will be using the truck in all weather conditions.  Is it better to have catalytic convertors or doesn't it make a difference?

Thanks for the help!

[Captkaos]

I would get a 4L60E and an adapter and use either a NP208 or NP241 if I could find a matched set from a low mileage truck.  or rebuilt the 4L60E, just put good parts in it not a stock rebuild.
I have a 2000 5.3L, and a 2007 5.3L, so I would get whatever I could find for a good price complete with low mileage.  Just remember to get whatever you get complete or plan to pay premium for what you don't get.  Wiring isn't cheap.  The DBW can be programmed for response, the cable cannot, but any tuner can make adjustments.  The DBW has some built in lag as it has no resistance...
I would use the stock pedal out of the donor truck, when I got my 07 5.3L, I got the wiring, engine complete with accessories, trans part of the fuel lines, manifolds and part of the exhaust and the brake and gas pedal.
I personally would use the plates, and the cheap ones work just as good.  Many places make short headers that will work with the 4x4 app.  I used street and performance.  Long tubes are going to give you issues and remember, you get what you pay for.
I hear 5th gen Camaro manifold work without cutting as do the later truck manifolds.
If you are in a emmissions state you have to run cats, they don't hurt performance though.

[Irish_Alley]

just thinking about this. but you need a computer for the 5.3 and you will need another for the 4l60e. why not get a motor and trans out of the same truck then you can use the  complete wire harness instead of putting two together to make two different ones?

[frotosride]

Here's a little info on the different versions of the 5.3l. There are a few that you may want to stay away from like the LH6 with active fuel management (AFM). A lot of the added options can be turned off in the ECU like, AFM and Flexfuel.  But say a newer engine with variable valve timing or phasing can not be turned off and would be difficult to use as a swap on a budget.

LM7
The Vortec 5300 LM7 (VIN code 8th digit "T") was introduced in 1999, and can be considered the "garden variety" version of the Generation III 5.3 liter V8's. The 1999 LM7 engine produced 270 hp (201 kW) and 315 lb·ft (427 N·m), 2000-2003 engines made 285 hp (213 kW) and 325 lb·ft (441 N·m). The 2004-2007 engines made 295 hp (220 kW) and 335 lb·ft (454 N·m), it has a cast iron block and aluminum heads.
LM7 applications:
2002–2005 Cadillac Escalade 2WD
2002–2006 Chevrolet Avalanche
2003–2007 Chevrolet Express/GMC Savana
1999–2007 Chevrolet Silverado 1500
1999–2007 GMC Sierra 1500
2000–2006 Chevrolet Suburban/GMC Yukon XL
2000–2006 Chevrolet Tahoe/GMC Yukon

L59
The Vortec 5300 L59 (VIN code "Z") is a flexible fuel version of the LM7. The 2002-2003 made 285 hp (213 kW) and 320 lb·ft (434 N·m), while the 2004-2007 L59s made 295 hp (220 kW) and 335 lb·ft (454 N·m).
L59 applications:
2002–2007 Chevrolet Silverado 1500
2002–2006 Chevrolet Tahoe/GMC Yukon
2002–2006 Chevrolet Suburban/GMC Yukon XL
2002–2007 GMC Sierra 1500

LM4
The Vortec 5300 LM4 (VIN code "P") is an aluminum block version of the LM7, and had a short production life. The LM4s made 290 hp (216 kW) and 325 lb·ft (441 N·m), It should not be confused with the L33 described below.
LM4 applications:
2003–2004 Chevrolet TrailBlazer EXT
2003–2004 Isuzu Ascender
2004 GMC Envoy XL
2003–2004 Chevrolet SSR
2004 Buick Rainier

L33
The Vortec 5300 L33 (VIN code "B") is an aluminum block version of the LM7, and was referred to as the Vortec 5300 HO in marketing materials. How ever it should be noted that the L33 uses a flat top piston from the 4.8L instead of the standard dish piston found in the LM7. This increased the compression from 9.5:1 to 10.0:1. Also the L33 had a specific camshaft not shared with any other engine, with lobe lift of 7.2 mm, valve timing unknown. As a result power increased by 15 hp (11 kW), to 310 hp (230 kW) and 335 lb·ft (441 N·m). It was only available on extended cab 4WD pickup trucks. Only 25% of trucks made in 2005 had the L33 engine.
L33 applications:
2005–2007 Chevrolet Silverado 1500 4WD
2005–2007 GMC Sierra 1500 4WD

Generation IV
First introduced in 2005, the Generation IV Vortec 5300 engines share all the improvements and refinements found in other Generation IV engines. At present, four versions of the 5300 engine in production: 2 iron blocks (LY5 and LMG) and 4 aluminum blocks (LH6, LH8,LH9 and LC9). All versions feature Active Fuel Management except for the LH8, LH9, LMF.

LH6
The Vortec 5300 LH6 with Active Fuel Management replaced the LM4 for 2005, and was the first of the Generation IV small block V8 truck engines to go into production. The LH6 produced 300 hp (220 kW) and 330 lb·ft (447 N·m). It is the aluminum block counterpart to the LY5.
LH6 applications:
2005–2009 Chevrolet TrailBlazer including EXT (through 2006)
2005–2009 GMC Envoy Denali
2005–2006 GMC Envoy XL
2005 GMC Envoy XUV
2005–2007 Buick Rainier
2005–2009 Saab 9-7X
2007 Chevrolet Silverado 1500
2007-2009 GMC Sierra 1500

LY5
Introduced in 2007, the Vortec 5300 LY5 is the replacement for the LM7 Generation III engine. For SUV applications, it is rated at 320 hp (239 kW) and 340 lb·ft (461 N·m) of torque; for pickup truck applications, it is rated at 315–320 hp (235–239 kW) at 5200 rpm and 335–340 lb·ft (454–461 N·m) at 4000 rpm
LY5 applications:
2007–present Chevrolet Avalanche
2007–present Chevrolet Silverado 1500
2007–present Chevrolet Suburban 1/2 ton
2007–present Chevrolet Tahoe
2007–present GMC Sierra 1500
2007–present GMC Yukon
2007–present GMC Yukon XL 1/2 ton

LMG
The Vortec 5300 LMG is the flexible-fuel version of the LY5. Power and torque ratings for SUV and pickup truck applications are the same as each application's LY5 rating.
LMG applications:
2007–present Chevrolet Avalanche
2007–present Chevrolet Silverado 1500
2007–present Chevrolet Suburban 1/2 ton
2007–present Chevrolet Tahoe
2007–present GMC Sierra 1500
2007–present GMC Yukon
2007–present GMC Yukon XL 1/2 ton

LC9
The Vortec 5300 LC9 is the Flex-Fuel version of the LH6, and is found in 4WD models. SUV applications are rated at 320 hp (239 kW) @ 5400 rpm and 335 lb·ft (454 N·m) @ 4000 rpm of torque.[22] Pickup truck applications are rated at 315 hp (235 kW) @ 5300 rpm and 335 lb·ft (454 N·m) @ 4000 rpm of torque.[22]
LC9 applications:
2007–2013 Chevrolet Avalanche
2007–2013 Chevrolet Silverado 1500
2007–present Chevrolet Suburban 1/2 ton
2007–2013 GMC Sierra 1500
2007–present GMC Yukon XL 1/2 ton

LH8
The Vortec 5300 LH8 is a variant of the 5.3 L Gen IV small block V8 modified to fit in the engine bay of the GMT 345 SUV and GMT 355 trucks. It produces 300 hp (220 kW) at 5200 rpm and 320 lb·ft (434 N·m) at 4000 rpm. It has a displacement of 5,328 cc (325.1 cu in).[24]
LH8 applications:
2008–2010 Hummer H3 Alpha
2009–2012 Chevrolet Colorado/GMC

[frotosride]

One of the main reasons I posted all of that is so you don't get robbed by a seller saying it is something when it's not. But a lot of info on whats out there and there are more if you want bigger displacement. But that also involves higher prices on used engines.

[frotosride]

Oh and another issue that you will run into is the transfer case. 700-r4 and 4l60 are very similar but there are a lot of differences that will make the NP208 not mate like shaft spline count, tail housing bolt pattern. I would save the money of a 4l60e and use it to upgrade the 700. Plus you will need a $400-1000 computer to control the 4l60e after you figure out how to mate the t-case. However, the 4l60 tail end changed bolt patterns somewhere in the late 90's from a 4 bolt to 6 bolt. Np-241 would be about the only t-case that would mate to 4l60e and comes in passenger and driver side drop. Just know that the passenger drop versions are scarce and pricey when found.

[84Silverado4x4]

I was thinking the main ecu and harness ran both the engine and the trans on the later models.  There are two different computers and harnesses for the engine and transmission?  Will the 4l60e and np208 work together with an advance adapter 4 to 6 bolt conversion?  Will my manual 4x4 shift lever work?
Thanks!

[84Silverado4x4]

lol...nevermind...Dumb question... I know the 4x4 manual lever will work...same t case..

[Captkaos]

The ECM controls the shifts on all the early ones.  Variable valve timing can be eliminated with the right cam and timing gear and timing cover. Displacement on demand can be eliminated but you have to pull the lifters and change the cam and disable it in the ECM.
The later model trucks have an opposite side drop and they are hard to find..  You will need a VSS sensor in the trans as GM put them in the Tcase.  I recommend a call to your local tuner and see what he prefers in solving this.

[Irish_Alley]

idk i didnt think the 4l60e came behind a 5.3. so you would need 2 computers. unless you can mod the 5.3 ecm for the 4l60(idk if you can) or you mod the 5.3 to run without a ecm

[Captkaos]

4L60E and 65E came behind 4.8, 5.3 and 6.0 for 1/2T, only the HD 6.0 came with an 4L80E

Chris Lucas
73-87chevytrucks.com
captkaoscustoms.com
squarebody.biz