For the trans and rear end. Find a 96+ Suburban 2500 with the 8600lb GVW. All have the 14B FF rear end, and many with 4:10,s and a G80. That and a traction bar, will make a happy camper!.
You also will get a nice 4l80e out of the same 2500 suburban.
For the trans and rear end. Find a 96+ Suburban 2500 with the 8600lb GVW. All have the 14B FF rear end, and many with 4:10,s and a G80. That and a traction bar, will make a happy camper!.
You also will get a nice 4l80e out of the same 2500 suburban.
Already have the 80E from an 02 8.1 van (probably an 85E actually) and the 14 bolt 9.5" SF 454 SS 4.10 rear-end. I would go with the method you described if I wanted to swap to 8 lug. Staying with 5 lug for this truck to keep the factory wheels.Originally Posted by Munchies
Fast - would you have the duration at 0.006" and duration at 0.200" numbers for that cam?
Don't have .200" numbers but I have the numbers Mellings posted for a OBD2 1996 LT1 corvette which was used in the 96-97 F-cars too. Same cam was also used in some Ski boats such as the late 90s Indimar 330-350 HP 5.7.
270/276 @ .006, 201/208 @ .050, .446/.459" lift, 117° LSA, 117° ICL
The factory L31 cam
259/263 @ .006, 191/196 @ .050, .414/.428" lift, 111° LSA, 106° ICL
Last edited by Fast355; 08-13-2014 at 04:40 AM.
I'd bet those LT1 lobes on a 111 LSA like the L31 cam would run really good to 5k or so.
I personally like wider LSA cams. Better low-end torque and better fuel mileage. The LT1 cam 4* advanced in the L31 runs great, especially with the S10 2,800 rpm converter and 3.73s.
Finally got around to logging the 99 Suburban today after the Volant and Header install. It had been running pretty well, but got it running even better now. Found the limit of the stock replacement MFI injectors though.
Picked up another suburban on Saturday, its another 1999. This one is a K1500 with 226K on it, has had a rebuilt 4L60E and has a 3.73 rear-end. Bought it for $500 non running and it has some rust in the doors and fenders. It was sold with a "jumped" timing chain. I pulled the passenger valve cover and rolled over the crank until the #6 exhaust and intake rockers were just rocking back and forth. The timing marks on the front cover and balancer lined right up as this was happening. Dropped a distributer in it. First time it sounds like it tries to fire. Second attempt shoots fire and smoke from the throttle body. Had the same issue with the Express intermittently a few years back finally fixed it by changing a cam and crank sensor, ignition control module, coil, and 0411 swap.
Will be working on it later this week to hear it run. The extent of my work will likely be a non computer HEI tossed into it from my spare parts stash and a hotwire to get the ignition system working and a test start.
Picked up a knocking 97 K2500 today. Found a L31 that was complete from throttle body to pan, fan to flexplate after it was pulled for a 6.0 swap. Grabbed it from a local shop for $400. The owner claimed it had been rebuilt within the last 30K and it certainly looks it. Can't decide which engine to put into the 97If the suburban engine runs smoothly and carries good oil pressure it is going into the 97.
Last edited by Fast355; 08-13-2014 at 04:48 AM.
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