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Member's Technical crew
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As I am sure you know, you can always delete the VVT come cam swap time.

A few years ago I got my hands on a few L92s. Most of the guys who bought them swapped in traditional cams (LS7 cams were used on a couple examples - 500 easy HP).

I still have the one I kept on a stand. I planned to swap it into my old Buick, but it looks pretty tempting to just drop it in place of a LH9 in a 2012 Colorado now...
Yeah true, could remove VVT if it came to it. Do it.. put the L92 in the rado!
 

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Well guys not to insult anyones intelligence, but LS1Tech is the place to go for anything LSX based. Here is some reading material for y'all!

5.3L please help! - LS1TECH
 

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Well guys not to insult anyones intelligence, but LS1Tech is the place to go for anything LSX based. Here is some reading material for y'all!

5.3L please help! - LS1TECH
I'm not sure I follow your point. The LS1tech thread is about an 08 LH8. I'm talking about swapping an L92 in place of a LH9.

LH9s are VVT and not AFM (or DOD), correct? I know my L92 has VVT and not AFM.
 

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I got that.

That was a 2 second search on there. If you go over there and do some research you should find the info you need.......I can't do it all for you.

All the info I needed for my swap and knowledge was attained there.

Sent from my C771 using AutoGuide.com App
 

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Well guys not to insult anyones intelligence, but LS1Tech is the place to go for anything LSX based. Here is some reading material for y'all!

5.3L please help! - LS1TECH
Thanks chief! I've been on LS1tech since 2006. Not a ton of Colorado specific info there. I thought that 355 info was the purpose of this forum.

I know I'm new here, but I am not new to LS engines.

I got that.

That was a 2 second search on there. If you go over there and do some research you should find the info you need.......I can't do it all for you.

All the info I needed for my swap and knowledge was attained there.

Sent from my C771 using AutoGuide.com App
No offense, but:

Well, gee wizz... thanks so much for performing a 2 second search and then providing me info irrelevant to my question...

When I asked the question, the intent was for someone (obviously not you) to answer if they knew the answer already.

There seems to be a large amount of Colorado/Canyon specific information here that is largely ignored on other forums.

You see, when you start any comment with words like: "not to insult anyones intelligence" or "no offense, but" you end up doing exactly that. You know you are about to be insulting, that is why you say it to begin with.

I realize you are a mod, and want to stay active here, but if you don't have anything valuable to add, maybe just don't post on tech specific questions you do not know the answer to.

I have read other similar comments on here by you. A good example is in the LS7 6L80E Colorado build:
Well that is the hawtness right there!

I will have to disagree on the boosting an LS7, they work well together with tuning!

LS7 + S/C = will be in the mid 700s for rwhp. But traction will be the issue here. Its going to need a new rear end and a 4 link w/ coilover set up to hook.
I can only assume you have built and tuned several supercharged LS7s in your day.

Maybe rather than posting 28,000 times just parroting info you read on the internets, you could focus on providing useful info on things you have first hand knowledge about. I searched your threads to make sure I wasn't going off half cocked here. You have contributed some good stuff.

So don't worry
Well we still love you in a no **** way :lol:
:cheers:


Sorry to waste a post of my own, and sidetrack a good thread.
 

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Thanks chief! I've been on LS1tech since 2006. Not a ton of Colorado specific info there. I thought that 355 info was the purpose of this forum.

I know I'm new here, but I am not new to LS engines.


No offense, but:

Well, gee wizz... thanks so much for performing a 2 second search and then providing me info irrelevant to my question...

When I asked the question, the intent was for someone (obviously not you) to answer if they knew the answer already.

There seems to be a large amount of Colorado/Canyon specific information here that is largely ignored on other forums.

You see, when you start any comment with words like: "not to insult anyones intelligence" or "no offense, but" you end up doing exactly that. You know you are about to be insulting, that is why you say it to begin with.

I realize you are a mod, and want to stay active here, but if you don't have anything valuable to add, maybe just don't post on tech specific questions you do not know the answer to.

I have read other similar comments on here by you. A good example is in the LS7 6L80E Colorado build:


I can only assume you have built and tuned several supercharged LS7s in your day.

Maybe rather than posting 28,000 times just parroting info you read on the internets, you could focus on providing useful info on things you have first hand knowledge about. I searched your threads to make sure I wasn't going off half cocked here. You have contributed some good stuff.

So don't worry

:cheers:


Sorry to waste a post of my own, and sidetrack a good thread.
:backtotopic:
 

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US Army 19yrs and ......
Joined
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45,284 Posts
Thanks chief! I've been on LS1tech since 2006. Not a ton of Colorado specific info there. I thought that 355 info was the purpose of this forum.

I know I'm new here, but I am not new to LS engines.


No offense, but:

Well, gee wizz... thanks so much for performing a 2 second search and then providing me info irrelevant to my question...

When I asked the question, the intent was for someone (obviously not you) to answer if they knew the answer already.

There seems to be a large amount of Colorado/Canyon specific information here that is largely ignored on other forums.

You see, when you start any comment with words like: "not to insult anyones intelligence" or "no offense, but" you end up doing exactly that. You know you are about to be insulting, that is why you say it to begin with.

I realize you are a mod, and want to stay active here, but if you don't have anything valuable to add, maybe just don't post on tech specific questions you do not know the answer to.

I have read other similar comments on here by you. A good example is in the LS7 6L80E Colorado build:


I can only assume you have built and tuned several supercharged LS7s in your day.

Maybe rather than posting 28,000 times just parroting info you read on the internets, you could focus on providing useful info on things you have first hand knowledge about. I searched your threads to make sure I wasn't going off half cocked here. You have contributed some good stuff.

So don't worry

:cheers:


Sorry to waste a post of my own, and sidetrack a good thread.
Yeah the staff here made me a Moderator and member of the MTS crew just because I'm a nice guy! :handy:

So since you have been on LS1Tech for 6 years you know everything and here for 2 minutes you think you can start a pissing contest...ok, well have fun with your swap.
 

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Chevrolet Colorado 5.3 Vortec 5.3L V-8 VVT Gen 4 V8 LH9


You can download the engine specs here: (This is and Excel Spreadsheet)
http://archives.media.gm.com/us/pow...t/Gen IV/2010 Final Gen IV Truck/10_LH9_n.xls

Detailed Engine Specs. 06/05/2009
2010 Vortec 5.3L V-8 VVT ( LH9 )

Type: 5.3L Gen IV V-8 Small Block
Displacement: 5328cc (325 ci)
Engine orientation: Longitudinal
Compression ratio: 9.7:1
Valve configuration: Overhead valves
Valves per cylinder 2
Assembly site: Romulus, MI
Valve lifters: Hydraulic roller
Firing order: 1 - 8 - 7 - 2 - 6 - 5 - 4 - 3
Bore x stroke: 96.01 x 92mm
Fuel system: Sequential fuel injection
Fuel type: Regular unleaded
Maximum Engine Speed: 6000 RPM
Emissions controls: Catalytic converter, Three-way catalyst, Positive crankcase ventilation
Bore Center (mm) 111.76
Engine Mass TBD
Applications:
Chevrolet Colorado/GMC Canyon
Horsepower: hp ( kW ) 300hp ( 224kW ) @ 5200 rpm SAE CERTIFIED
Torque: lb-ft ( Nm ) 320lb-ft ( 434Nm ) @ 3600 rpm SAE CERTIFIED

MATERIALS
Block: Cast aluminum
Cylinder head: Cast aluminum
Intake manifold: Composite
Exhaust manifold: Cast nodular iron
Main bearing caps: Powder metal
Crankshaft: Cast nodular iron with undercut and rolled fillets
Camshaft: Hollow steel
Connecting rods: Powder metal

Additional features:
Electronic throttle control
Variable Valve Timing ( VVT )
Extended life accessory drive belt
Extended life coolant
Extended life spark plugs
Oil Life Monitor System
How do you find all this stuff Rich? haha
 

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2009 Vortec 5.3L V-8 (LH8)
VORTEC 5.3L Gen IV V-8 (LH8) TRUCK ENGINE
2009 Model Year Summary




  • New Engine for the 2009 GMC Canyon, and Chevrolet Colorado
  • Gen-IV Aluminum Cylinder Block
  • Returnless Fuel Injection with Stainless Steel Fuel Rail
  • Advanced Electronic Throttle Control
  • Advanced Engine Control Module
  • 58X Ignition System
  • Enhanced Noise, Vibration and Harshness Control
  • Low Modulus A/C Compressor Belt
  • New Quad converter system
  • Smaller Ignition Coils
  • Iridium Tip Spark Plugs

Full Description of New and Update Features

(New) Engine (RPO LH8) for the 2009 GMC Canyon, Chevrolet Colorado
The next-generation Vortec 5.3L V-8 now available as the first V-8 in the GM Canyon and Chevrolet Colorado ( extended, and crew cab models ) This new application of the 5.3L Vortec V-8 (RPO LH8) is installed with GM Powertrain’s Hydra-Matic 4L60 four-speed automatic transmission for these 2WD and 4WD applications. It also continues to be available in the Hummer H3 Alpha.

The Vortec 5.3L has been the most popular Vortec V-8, with a menu of available technology to meet every truck buyer’s needs. These engines are the fourth-generation descendents of one of the most important and successful engines in automotive history—the original Chevrolet small-block, which debuted in 1955. The Gen-IV Vortecs feature technology the creators of the first small block could not have imagined, yet they share one fundamental trait with the original: a market-leading balance of performance, sophistication, economy and durability.

The first Gen-IV Vortec 5.3L V-8 (LH6) was introduced for model year 2005 in GM’s mid-size sport-utility vehicles.

Gen-IV Cylinder Block
The Gen-IV cylinder block shares two key design elements with GM’s original small block V-8: a 90-degree cylinder angle and 4.4 inch bore centers. Beyond that, the latest small block applies design, casting and machining technologies that were unfathomable in the 1950s.

The Gen-IV block debuted in 2005 as the foundation for the 400-hp LS2 V-8 in the Chevrolet Corvette, and Pontiac GTO and in the Cadillac CTS-v in 2006. The new Vortec truck block applies all the improvements in the LS2, tailored for the demands of truck application.
It was developed with the latest math-based tools and data acquired in GM’s racing programs, and provides a light, rigid foundation for an impressively smooth engine. Its deep-skirt design helps maximize strength and minimize vibration. The bulkheads accommodate six-bolt, cross-bolted main-bearing caps that limit crank flex and stiffen the engine’s structure. A structural oil pan further stiffens the powertrain.

The new-generation small block is cast with oil ports in the valley to accommodate advanced technologies in the Vortec 5.3L, including Active Fuel Management (AFM) cylinder deactivation. The Lifter Oil Manifold Assembly (LOMA), a key component of AFM, installs in the valley in place of a conventional engine block cover in those engines utilizing this feature. The LH8, which does not utilize this technology, has a sealing cover in this area in place of the LOMA. The knock sensors that had been located in the valley on the Gen-III V-8 have been moved to the outside of the engine block to make room for this feature, while the cam sensor has been moved from the rear of the block to the front cover.

The Vortec 5.3L is offered with either a conventional cast-iron or an aluminum engine block, giving customers a choice and allowing technology appropriate to the application. The lighter aluminum block allows vehicle engineers more latitude in tailoring weight distribution, and can mean a slight improvement in fuel economy. The Gen-IV aluminum block is cast from A356-T6 alloy, with cast-in iron cylinder liners. It weighs roughly 100 lbs. less than a comparable cast-iron engine block. The LH8 incorporates use of the aluminum block.

Cylinder Head and Valvetrain
The intake and exhaust valve seat material was revised for improved high mileage durability on E85 fuel. Additionally, the intake valve material was also revised for compatibility with the new seats.

Engine Ventilation
The Positive Crankcase Ventilation (PCV) system now incorporates a larger 2.75mm flow orifice and, to aid assembly, has quick-connect fittings for the connections on the engine.

Returnless Fuel Injection with Stainless Steel Fuel Rail
The Vortec 5.3L is equipped with a "returnless’’ fuel injection system, also known as a demand system, and the latest-generation Multec injectors with USCAR connectors. This Gen-IV V-8 represents one of GM’s first applications of USCAR-standard electrical connectors for the fuel injectors. The standard was developed to promote common, reliable connections across the auto industry and streamline regulatory oversight. The connectors are more compact than previous connectors, and designed for improved sealing.

Recently introduced on the Gen-III Vortec V-8s, returnless fuel injection represents a paradigm shift for GM, developed to improve performance and decrease evaporative emissions. Previously, Vortec 5.3Ls used a return line between the engine and the fuel tank to manage fuel pressure by bleeding off excess fuel at the fuel rail and returning the excess to the tank. The new system eliminates the return lines and moves the fuel pressure regulator from the fuel rail on the engine to the fuel tank. Because it delivers only the amount of fuel needed by the injectors, and returns no fuel to the gas tank, the returnless system essentially eliminates heat transfer from the engine to tank. This reduces the amount of vapor generated in the tank and captured by the vehicle’s Onboard Refueling Vapor Recovery (ORVR) system.

With the returnless system, the 5.3L uses a fuel rail manufactured of stainless steel. The stainless steel rail allows installation of baffles that manage fuel pulses in the returnless system and reduce noise.

Advanced Electronic Throttle Control
GM Powertrain has led the industry in applying electronic throttle control (ETC) to its Vortec V-8s, which are now equipped with ETC in all applications. The Gen-IV Vortec 5.3L introduces the next generation in truck ETC.

With ETC, there is no mechanical link between the accelerator pedal and the throttle body. A sensor at the pedal measures pedal angle and sends a signal to the engine control module (ECM), which in turn directs an electric motor to open the throttle at the appropriate rate and angle. ETC delivers a number of benefits to the customer. With the ECM measuring throttle pedal angle and monitoring other data including the transmission’s shift status and traction at the drive wheels, the ETC system can deliver outstanding throttle response and greater reliability than a mechanical connection, which typically uses a cable that requires adjustment—and sometimes breaks. Cruise control electronics are integrated into the system, further improving reliability and simplifying engine assembly.

The Gen-IV Vortec 5.3L takes ETC to the next level by taking advantage of capability built into its advanced E67 ECM (below) and further streamlining the system. Its up-integrated ETC system eliminates a Throttle Actuator Control (TAC) module, which had been used to interpret commands from the ECM and then operate the electric motor that opens and closes the throttle. The E67 manages the throttle directly, without a TAC module, reducing cost and improving reliability. The direct link between the ECM and the throttle motor improves throttle response time (albeit in millisecond increments that are not apparent to the driver) and improves system security by removing a device (the TAC module) that must be monitored for malfunction.

The throttle body bore has been further optimized with two slight tapers known as “nostrils”. These ever so slight machining changes to the bore provide additional resistance to harmful throttle body deposit formation.

E67 Engine Control Module
An advanced controller manages the multitude of operations that occur within the Vortec 5.3L every split second. All Gen-IV 5.3L’s use one of the three controllers in the GM’s new family of engine control modules (ECM), which will direct nearly all the engines in Powertrain’s line-up. In the H3, Colorado, and Canyon applications, the 5.3L is managed by the new E67 ECM. The E67 is the upper-end controller in the family and, in combination with advanced sensor technology, it includes the ability to control and synchronize all the advanced technologies available in the Small Block engine family as well communicate with all the advanced vehicle devices and functions.

The E67 features 32-bit processing, compared to the conventional 16-bit processing in previous Vortec engines. It operates at 59 MHz, with 32 megabytes of flash memory, 128 kilobytes of RAM and a high-speed CAN bus, and it synchronizes more than 100 functions, from spark timing to cruise control operation to traction control calculations. The E67 works roughly 50 times faster than the first computers used on automobile engines in the late 1970s, which managed five or six functions.

The family strategy behind GM’s new ECMs allows engineers to apply standard manufacturing and service procedures to all powertrains, and quickly upgrade certain engine technologies while leaving others alone. It creates both assembly and procurement efficiencies, as well as volume sourcing. In short, it creates a solid, flexible, efficient engine-control foundation, allowing engineers to focus on innovations and get them to market more quickly. The family of controllers means the ECM and corresponding connectors can be packaged and mounted identically in virtually every GM vehicle. Powertrain creates all the software for the three ECMs, which share a common language and hardware interface that’s tailored to each vehicle.

The E67 also applies a new, rate-based monitoring protocol sometimes known as run-at-rate diagnostics. Rate-based diagnostics improve the robustness of the Onboard Diagnostics System (OBD II) and ensure optimal performance of emissions control systems. The new software increases the frequency at which the ECM checks various Vortec 5.3L systems, particularly emissions-control systems such as the catalytic converter and oxygen sensors. Rate-based diagnostics more reliably monitor real-world operation of these systems, and allow regulatory agencies to more easily measure and certify emissions compliance.

58X Ignition System
The Vortec 5.3L has an advanced 58X crankshaft position encoder to ensure that ignition timing is accurate throughout its operating range. The new 58X crankshaft ring and sensor provide more immediate, accurate information on the crankshaft’s position during rotation. This allows the E67 ECM to adjust ignition timing with greater precision, which optimizes performance and economy. Engine starting is also more consistent in all operating conditions.

In conjunction with 58X crankshaft timing, the Gen-IV Vortec V-8s apply the latest digital cam-timing technology. The cam sensor is now located in the front engine cover, and it reads a 4X sensor target on the cam sprocket. The target ring has four equally spaced segments that communicate the camshaft’s position more quickly and accurately than previous systems with a single segment.

The dual 58X/4X measurement ensures extremely accurate timing for the life of the engine. Moreover, it provides an effective back-up system in the event one sensor fails.

Enhanced Noise, Vibration and Harshness Control
The Gen-IV Vortec V-8s were developed for quieter operation, with virtually every system or component reviewed in an effort to reduce noise, vibration and harshness. Quiet features built into the engines are complemented by improved engine cradles and mounting systems. These help reduce vibrations transmitted through the chassis and into the passenger compartment.

The NVH enhancements include floating pin pistons, which reduce noise and increase durability. These pistons have wrist pins that “float” inside new lead-free rod bushings and the piston pin bores. Compared to a conventional fixed pin assembly, in which the connecting rod is fixed to the piston’s wrist pin and the pin rotates in the pin bore, the floating pins reduce stress on the pin and allow tighter pin to pin-bore tolerances and reduce noise generated as the piston moves through the cylinder. To further reduce wear, the pistons are coated with a polymer material, which limits bore scuffing, or abrasion of the cylinder wall over time from the piston’s up-down motion. The polymer coating also dampens noise generated by the piston’s movement. The result for the customer is less engine wear, improved durability, and quieter operation.

The Gen-IV Vortecs also feature a new heavy-duty timing chain developed expressly for quiet operation. The chain, which connects the cam and crankshaft, is validated for 200,000 miles of operation and fitted with a new leaf-spring dampener. Even the most durable chains stretch with time. In many engines they must be adjusted or replaced at scheduled intervals. The Vortec 5.3L’s chain dampener maintains optimal chain tension for the life of the engine and eliminates any flapping motion that might develop as the chain stretches with mileage. It ensures that the timing chain operates as smoothly and quietly as new, even as the engine accumulates high mileage.

Exhaust manifolds were developed to improve durability and sealing and reduce operational noise. Cast nodular iron was the material of choice for its basic durability and excellent heat management properties. The manifolds feature saw cuts along their cylinder head mounting flange. Originally developed for the big-block Vortec 8.1L, these cuts split the flange into three separate sections, allowing each section to move under extreme hot-cold temperature fluctuations without interacting with, or creating stress on, another section. The cuts virtually eliminate friction on –and movement of—the exhaust manifold gaskets. This helps ensure proper sealing for the life of the engine and reduces the chance of gasket failure.

The exhaust manifolds are fitted with new triple-layer heat shields fabricated from stainless steel and insulating material. The shields limit heat transfer from the engine to the engine bay, allowing the Vortec 5.3L to reach optimal operating temperature more quickly, yet reducing heat in the engine compartment once that temperature is achieved. They also dampen the sound of exhaust gas rushing through the manifolds and further reduce the amount of engine operational noise that finds its way into the vehicle interior.

Low Modulus A/C compressor drive belt
The 5.3L V-8 ( LH8 ) utilizes a low modulus A/C compressor drive belt in the accessory drive system. This belt provides the same 150,000 mile durability as the old belt, but allows elimination of the tensioner required with the former material, which saves product cost and reduces mass.

Quad converter system
The H3, Colorado, and Canyon applications of the 5.3L V-8 required a specially-designed exhaust system to accommodate the unique packaging space and the emission and On-Board Diagnostic (OBD) requirements that must be met. Each exhaust leg includes a small “close-coupled” catalyst and a larger “underfloor” catalyst mounted further downstream. This system allows for optimized precious metal content while still meeting all applicable regulatory standards.

Advanced Ignition Coils
The Vortec 5.3L’s individual coil-near-plug ignition features advanced coils developed for the LS2 and LS7 Corvette V-8s. The new coils are smaller and lighter than those used on previous Vortec V-8s. While they are still mounted on the rocker covers, they attach with a new mounting bracket that simplifies engine assembly. An individual coil for each spark plug delivers maximum voltage and consistent spark density, with no variation between cylinders.

Iridium Tip Spark Plugs
Improvements to the Vortec 5.3L’s ignition system include advanced spark-plug technology. Its spark plugs have an iridium electrode tip and an iridium core in the conductor. The iridium plug has a recommended life of 100,000 miles, but it offers a number of advantages over the platinum-tip plugs previously used in Vortec V-8s.

The iridium spark plug has higher internal resistance, maintaining optimal spark density over its useful life. Its “self-cleaning” properties are improved, decreasing potential for plug fouling and further reducing the likelihood of maintenance over the 100,000-mile plug life. The electrode design improves combustion efficiency for maximum fuel economy and minimum emissions. Finally, iridium is more plentiful than platinum, reducing the plug’s material cost and preserving scarce noble metals.

Overview
At face value, the Gen-IV Vortec 5.3L shares little with the original Chevrolet small-block V-8, save its classic 4.4-inch cylinder-bore centers. While the first small block remains one of most important (and beloved) engines in automotive history, its designers could hardly have imagined the technologies applied in the latest Vortec 5.3L. Yet in spirit, the two engines are closer than 50 years of engine development suggest. The Chevy small block changed the automotive landscape. With its innovative technologies (such as AFM), the Gen-IV is set to do exactly the same thing.

The Vortec 5.3L builds on the solid foundation of its immediate predecessor, the Gen-III Vortec V-8. Gen-III introduced a host of advanced technologies to the overhead-valve V-8, including aluminum cylinder heads, a thermoplastic intake manifold and electronic throttle control. Its cylinder heads have replicated ports that are identical in every detail, allowing consistent cylinder-to-cylinder airflow. The valvetrain was developed on the belief that lighter is more efficient. A steel camshaft provides excellent durability. Steel roller rockers add stiffness, allowing greater engine speed with less vibration. Hydraulic roller lifters reduce friction for better fuel economy and wear resistance. Seven years after the Gen-III Vortec V-8s were introduced, these technologies made them the best-selling light truck engines in the world.

Now come the Gen-IV Vortec V-8s. Launched in GM’s 2005 mid-size sport-utility vehicles, the Gen-IV truck engines deliver even greater efficiencies, with further refinement and more advanced technology. Once again they prove the doubters—the engineers and industry analysts who claimed the inherent advantages of cam-in-block engines could not be applied in the environmentally sensitive 21rst century—patently wrong. New technologies, such as AFM cylinder de-activation, allow delivery of the power and performance of a V-8 engine with new levels of fuel efficiency, and its full potential has yet to be realized.

In that sense, the Gen-IV is very much like the original small block. It uses appropriate technology for appropriate applications. It brings innovation to the mainstream, with wide application in a high-value package the typical consumer can afford.

Source:
GM Media Online: English

Spec Sheet (Microsoft Excel Spreadsheet)
http://archives.media.gm.com/us/pow...c Sheet/Gen IV/2009 Gen IV Truck/09_LH8_n.xls

2009 Vortec 5.3L V-8 (LH8) (Microsoft Word Document)
http://archives.media.gm.com/us/pow...2009/Stories/Gen IV/Gen IV Truck/09_LH8_n.doc

SAE Horsepower/Torque Graph
http://archives.media.gm.com/us/pow...Gen IV/Gen IV Truck/2009_53L_LH8_Colorado.pdf
 

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Time to resurrect an old thread. Hypothetically speaking, a 6L80e could be swapped behind the stock LH9?

It's got 58x & E67ECM, so the electronic side is possible (tuning needed I assume)? Would it be a direct bolt? Possible shaft modification to the T-case & trans X-member modification?
 

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Yes it's definitely possible, electronics wise with the E67 it will work, with some tuning and wiring.

T-case? that will be an issue your T-case won't bolt to the 6L80e as far as I know, without some sort of custom adapter, and using a full-size t-case would be next to imposable do to the electronic differences between the two, and how they operate. Either way custom drive shafts and tranny mount will be in order.
 

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Now my question.. What heads do the LH8/LH9 come with 243 castings?
 

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They wouldn't have those heads. Those heads are typically found on larger bore engines. Ls1 ls6 ls2.
 

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Yes it's definitely possible, electronics wise with the E67 it will work, with some tuning and wiring.

T-case? that will be an issue your T-case won't bolt to the 6L80e as far as I know, without some sort of custom adapter, and using a full-size t-case would be next to imposable do to the electronic differences between the two, and how they operate. Either way custom drive shafts and tranny mount will be in order.
Thanks -- that info has confirmed my suspicions. Time to do some more research... (while waiting to find out my 4L60e status...).
 

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It don't pay to swap a 6l80e in though for a mile or two increase.
I wouldn't be doing it expecting it to pay off. Just looking at future options (built 4L60, upgraded to 65/70e, 4L80e, or 6L80e.
 

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I wouldn't be doing it expecting it to pay off. Just looking at future options (built 4L60, upgraded to 65/70e, 4L80e, or 6L80e.
a 6L80E would be a cool swap.. just for the fun of it, not sure the handle the power that well though! For serous power I'd get a 4L80E
 
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