HOW TO DO AN ADVANCED SEARCH.

Mon Jul 08, 2013 3:56 pm by Admin


For the benefit of 944Hybrids users there are two search functions available for you to use.
The purpose of this sticky is to explain the "Advanced Search" function because it is much more powerful and is the best choice when researching information.

When you log on to the site a list of options is shown in a line at the top of the page. One option is labelled "Search", use this option (NOT the search box lower down on the right).

After you click on the upper search option, a drop down box appears. At the bottom of this box is a radio button marked "Advanced …

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1984 Gen IV 5.3 Swap

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Re: 1984 Gen IV 5.3 Swap

Post  erioshi on Thu Nov 17, 2016 10:22 am

Will the new engine have the same reluctor wheel and crank angle sensor as your old one?

My L33 (aluminum 5.3) uses the older 24 tooth reluctor wheel, pick-up and ECU, but I thought the LS3 used a 58 tooth wheel.

There are signal conversion boxes; I think Lingenfelter makes one for about $250. That said, some users have had issues with it.

The quick check is the sensor - Grey for 58x, black for 24x.  IIRC it is on the block near the starter on the passenger's side.  I would have to go look again to be sure.

Here's a thread from norotors.com that talks about the differences:
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erioshi

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Re: 1984 Gen IV 5.3 Swap

Post  sharkey on Thu Nov 17, 2016 1:14 pm

all gen 4 engines use the 58x crank and 4x cam trigger setup. ls3 is a gen 4, his engine was a 2008 so that would make it a gen 4 as well. should be the same.

im not sure what would be different with the clutch assembly, everything im seeing shows the flywheels are the same for ls1/2/3. the truck engines use the same flywheel and clutch as the ls1, so i would think it would work.

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Re: 1984 Gen IV 5.3 Swap

Post  superman22x on Thu Nov 17, 2016 2:29 pm

All Gen 4 stuff, not worried about controls. I've been running a mix of LC9 and LS3 cals anyway. Now I will just run the LS3 cal and make some tweaks.

I know the flywheel will work as far as balance. But what I'm not sure about is the additional torque of the LS3. I have an LS1 flywheel/pressure plate. I know that will have to be switched, just not sure if the friction plate will as well.

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Re: 1984 Gen IV 5.3 Swap

Post  sharkey on Thu Nov 17, 2016 4:54 pm

if your only reason for swapping the clutch out is for holding power you would need to change the pressure plate and disc, the flywheel can be used again. id give the guys at spec clutches a call, they make the ls swap clutch kit for our cars, they could recommend what you should get.

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Re: 1984 Gen IV 5.3 Swap

Post  erioshi on Sat Nov 19, 2016 10:29 pm

superman22x wrote:All Gen 4 stuff, not worried about controls.  I've been running a mix of LC9 and LS3 cals anyway.  Now I will just run the LS3 cal and make some tweaks.

My bad then; I wasn't sure if you were running all gen VI or not. Good to hear you have that part covered. No input on the clutch.
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Re: 1984 Gen IV 5.3 Swap

Post  superman22x on Sun Nov 20, 2016 11:16 am

I think what I am going to do is continue using the Sachs clutch disc that TPC provides, and use an LS7 flywheel/pressure plate. I have read a lot of people do not like Spec clutches, and there don't seem to be many other options.

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Re: 1984 Gen IV 5.3 Swap

Post  superman22x on Sat Feb 04, 2017 10:16 pm

Been a while since the update. I have been working on sanding the car for paint. Now I'm on to filling all the little dings with Evercoat's Quantum One filler. However, I took a break from this to get the engine back in the car so I could make some more room in my garage. I now have a nearly stock LS3 engine and LS7 flywheel/pressure plate. I found it very easy to install the engine with no accessory drive on, and the transmission already in the car. I lowered the engine into the engine bay, and then slid it as far forward as possible. I then bolted the bellhousing on the back. I put 4 ~100mm long thread rods/studs in the back of the bellhousing and used those to help align the engine with the torque tube adapter plate that was bolted to the torque tube. Once I got them aligned, I could use an M10 nut on each to pull the engine and torque tube together. I used a jack to lift the crossmember with steering rack attached into place then. I just drop this about an inch to get the steering shaft and driver side header in. Overall this process was way easier than removing the transmission I think. It would have been even easier if I hadn't installed the harmonic balancer. Installing the accessory drive with the engine in the car is super easy as well. All I have left to do now is change the injector connectors from the LS1 to LS3 style injectors, plug a few things in, flash the ECM with the LS3 cal, and it should be ready to fire up.

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Re: 1984 Gen IV 5.3 Swap

Post  superman22x on Wed Mar 08, 2017 9:47 pm

Engine is in the car, new power steering lines made, no leaks and it runs great! Haven't driven it, just started it briefly in the garage. Just took it off jack stands, so maybe soon I will roll it outside and let it run for a while, make sure nothing is melting or anything. I bought a 37* flaring tool so I could make a nice steel power steering line and flare it for AN fittings. It worked pretty well. I bought a cheap tool, and the bar that clamps the tube while you flare it didn't work too great. But I had some others from old flaring tools that worked better (can't beat old craftsman quality).
I have my car sanded down and repaired all the dents. Just waiting for the weather to warm up so I can start spraying epoxy and the Featherfill primer I have. I just recently found where I think I want to buy my paint from. Autobody101 carries a brand called, "Tamco." It is supposed to be of good quality, and it was the best price I have found at $125/qt vs other high quality paints. Comparable to PPG DBC apparently, which was quoted around twice the price. Check it out if you are thinking about painting. I think 2 qts, so 1 gallon sprayable will be more than enough.
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