I had a '96 Silverado 1500 extended cab 5.7L/4L60E for awhile, But sold it because I got offered more "Far More" than it was worth to me.
Seems like I need a shop truck more & more, I've been using my 2500HD Duramax as a stop-gap.....Both my tail light lenses are now cracked, A dent in my tailgate & a couple small dents in the bed sides I could've sworn weren't there. My fault for using my personal vehicle as a shop truck!
I've had this 2000 Silverado 1500 extended cab 5.3L/4L60E with 200,000 miles at my shop for @ 9 months, I removed the left cylinder head to check out a lifter tap/loose rocker arm on #1 Intake.....Lifter Roller failure that ate up the Cam & caused a fair amount of metal contamination. Quoted a used engine.....It also needs engine mounts, A power steering pump, Both knock sensors & sub harness. The Harrison H6 compressor is leaking (This is right before GM started using Denso compressors).
Of coarse a used Gen III 5.3L will need to be resealed before installation along with a new water pump, spark plugs & ignition wires as they're original.
Came out to more money than these folks were willing to spend, Not surprised as this truck has not been well maintained mechanically.....They kept dragging their feet as they owe me for removing cylinder head. Then they started ignoring my calls. The owners brother is a good customer & that's how it ended up here to begin with. So I call the brother & tell him something needs to be done here.....At this point storage fees have eclipsed the truck worth IF it was running......He either needs to bring me the title or pay what he owes & have this thing towed off.
The owner was at my shop within 2 hours signing the title over. Mulled over the options.....Like putting a used 5.3L in & selling it, Installing a Gen III 6.0L & building the 4L60E to hold up....Then either selling it or making it a shop truck.
If I'm going to keep it.....A anemic 5.3L just doesn't cut it. But even high mileage LQ4/LQ9 6.0L's are over $2000, Then I'll have another $1000 in it building the 4L60E.
Then I remembered a colleague of mine that builds some of the nations finest Lowriders has had a complete 2017 L96 6.0L/6L90E sitting in the corner of his shop since 2018, It won't physically fit in 60's Impala's or 80's G-bodies that he builds, So it just sat there.
This guy is like a brother to me, I told him to sell me the engine for a shop truck build, He said "I got $2,200 in it & that's what I'll take!"......I'll be right over!!!
I have swapped a 2010 L99 6.2L/6L80E in a GMT-800 chassis in the past, And am surprised Gen IV/6Lx0E swaps weren't/aren't more popular other than you can only put so much power through a 6L80E/6L90E.......4L80E is where it's at for all the Turbocharged GMT-800 trucks.
This ought to be perfect for my use, The engine will stay 100% stock except for ARP exhaust manifold bolts. Trans will get a filter & fresh fluid along with some custom tuning to prevent Converter failure.
*New OE engine mounts ('99-'06).
*Convert to 2001 & up A/C hoses to use the '17 Denso Compressor.
*Mount & wire a APPS (Pedal) in the truck.
*OE Oil Cooler lines for a '99-'04 GMT-800, And a Radiator with a oil cooler.
*I have a good used '99-'13 power steering pump, New power steering hoses & have the Rack & Pinion rebuilt.
*Try to run the '17 150amp Bosch Alternator.
*The front part of the driveshaft will need shortening, Assuming there's a weld-on end for the huge 1485 U-joint?
*Rework the trans cooler lines & add a auxiliary cooler.
*Probably run the original PCM with the minimum circuits to operate the fuel gauge. Though I will attempt to get the '17 E78 PCM to run everything & retain the virtual E85 alcohol content strategy by modifying the fuel tank volume in the calibration.
*Aeromotive fuel pressure regulator as the '17 fuel rail is returnless, Not sure how this will play into the virtual E85 strategy?
The hood is in sorry shape, But the paint is in decent shape otherwise, I'll likely buy a HD hood from CertiFit & spray it with some single stage enamel.
Seems like I need a shop truck more & more, I've been using my 2500HD Duramax as a stop-gap.....Both my tail light lenses are now cracked, A dent in my tailgate & a couple small dents in the bed sides I could've sworn weren't there. My fault for using my personal vehicle as a shop truck!
I've had this 2000 Silverado 1500 extended cab 5.3L/4L60E with 200,000 miles at my shop for @ 9 months, I removed the left cylinder head to check out a lifter tap/loose rocker arm on #1 Intake.....Lifter Roller failure that ate up the Cam & caused a fair amount of metal contamination. Quoted a used engine.....It also needs engine mounts, A power steering pump, Both knock sensors & sub harness. The Harrison H6 compressor is leaking (This is right before GM started using Denso compressors).
Of coarse a used Gen III 5.3L will need to be resealed before installation along with a new water pump, spark plugs & ignition wires as they're original.
Came out to more money than these folks were willing to spend, Not surprised as this truck has not been well maintained mechanically.....They kept dragging their feet as they owe me for removing cylinder head. Then they started ignoring my calls. The owners brother is a good customer & that's how it ended up here to begin with. So I call the brother & tell him something needs to be done here.....At this point storage fees have eclipsed the truck worth IF it was running......He either needs to bring me the title or pay what he owes & have this thing towed off.
The owner was at my shop within 2 hours signing the title over. Mulled over the options.....Like putting a used 5.3L in & selling it, Installing a Gen III 6.0L & building the 4L60E to hold up....Then either selling it or making it a shop truck.
If I'm going to keep it.....A anemic 5.3L just doesn't cut it. But even high mileage LQ4/LQ9 6.0L's are over $2000, Then I'll have another $1000 in it building the 4L60E.
Then I remembered a colleague of mine that builds some of the nations finest Lowriders has had a complete 2017 L96 6.0L/6L90E sitting in the corner of his shop since 2018, It won't physically fit in 60's Impala's or 80's G-bodies that he builds, So it just sat there.
This guy is like a brother to me, I told him to sell me the engine for a shop truck build, He said "I got $2,200 in it & that's what I'll take!"......I'll be right over!!!
I have swapped a 2010 L99 6.2L/6L80E in a GMT-800 chassis in the past, And am surprised Gen IV/6Lx0E swaps weren't/aren't more popular other than you can only put so much power through a 6L80E/6L90E.......4L80E is where it's at for all the Turbocharged GMT-800 trucks.
This ought to be perfect for my use, The engine will stay 100% stock except for ARP exhaust manifold bolts. Trans will get a filter & fresh fluid along with some custom tuning to prevent Converter failure.
*New OE engine mounts ('99-'06).
*Convert to 2001 & up A/C hoses to use the '17 Denso Compressor.
*Mount & wire a APPS (Pedal) in the truck.
*OE Oil Cooler lines for a '99-'04 GMT-800, And a Radiator with a oil cooler.
*I have a good used '99-'13 power steering pump, New power steering hoses & have the Rack & Pinion rebuilt.
*Try to run the '17 150amp Bosch Alternator.
*The front part of the driveshaft will need shortening, Assuming there's a weld-on end for the huge 1485 U-joint?
*Rework the trans cooler lines & add a auxiliary cooler.
*Probably run the original PCM with the minimum circuits to operate the fuel gauge. Though I will attempt to get the '17 E78 PCM to run everything & retain the virtual E85 alcohol content strategy by modifying the fuel tank volume in the calibration.
*Aeromotive fuel pressure regulator as the '17 fuel rail is returnless, Not sure how this will play into the virtual E85 strategy?
The hood is in sorry shape, But the paint is in decent shape otherwise, I'll likely buy a HD hood from CertiFit & spray it with some single stage enamel.