Sandy~~1984 C10 L86/4L80 build

[1957 Chief]

A few updates on the truck.

I got it last week, drove it home, zero issues. We have been driving it around as much as we can so it can "self learn." I still haven't flat footed it yet, but it pulls like a mule. Stall converter and cam choice are spot on, couldn't be happier with the performance of the truck.

I have 5 things left to do on it before we turn it loose:
1. Wire up the AC kick input so the idle increases when the AC is on
2. Tighten up the steering column (feels like the two 15mm nuts under the dash are loose)
3. Pull the centering plunger out of the brake proportioning valve (forgot to take it out after bleeding the brakes)
4. Install the BIM module so the Terminator will talk to the gauges
5. Change the oil/filter and then inspect the filter to make sure all is well.

We will have it at LS Fest at Bowling Green in a couple weeks. Then it will go home to its new owner, if not sooner.

Bubba

[SCOTI]

Originally Posted by 1957 Chief

A few updates on the truck.

I got it last week, drove it home, zero issues. We have been driving it around as much as we can so it can "self learn." I still haven't flat footed it yet, but it pulls like a mule. Stall converter and cam choice are spot on, couldn't be happier with the performance of the truck.

I have 5 things left to do on it before we turn it loose:
1. Wire up the AC kick input so the idle increases when the AC is on
2. Tighten up the steering column (feels like the two 15mm nuts under the dash are loose)
3. Pull the centering plunger out of the brake proportioning valve (forgot to take it out after bleeding the brakes)
4. Install the BIM module so the Terminator will talk to the gauges
5. Change the oil/filter and then inspect the filter to make sure all is well.

We will have it at LS Fest at Bowling Green in a couple weeks. Then it will go home to its new owner, if not sooner.

Bubba

Care to share the cam/stall & other changes made to the 6.2? It's nice to read through the things required to get these newer LS/LT motor swaps in & functional.

Much appreciated sharing the install logic & tasks to get things accomplished so far. Having stuff like this on the site as well as the members shared experiences can really help others out. Kudo's to you sir!

[1957 Chief]

Originally Posted by SCOTI

Care to share the cam/stall & other changes made to the 6.2? It's nice to read through the things required to get these newer LS/LT motor swaps in & functional.

Much appreciated sharing the install logic & tasks to get things accomplished so far. Having stuff like this on the site as well as the members shared experiences can really help others out. Kudo's to you sir!

Thanks for your kind words brother, I sure know this site has helped me a lot.

THe camshaft is a GPI Stage 3 low lift cam, 223/235 duration .540/.540 valve lift and 114+4 lobe separation. We have a built 4L80E with a 3200 stall and the combo flat out works.

Another reason we went with this cam, and a thicker head gasket, is that a blower is planned on down the line, and we didn't want to tie our hands with compression ratio or camshaft.

The motor is a standard bore 6.2 with Compstar rods and Mahle pistons, was a good foundation for making power now, and later, with a power adder on down the line.

Ive done many LS swaps on these trucks, but this is my first start to finish LT build. Its def not for the faint of heart, because just about everything is different between the two engine platforms. And the aftermarket support just isn't there yet, like it is with the LS platform.

And yet I'm looking to put an L86/10spd into an 86 now....

If anyone has questions, hit me up.

Bubba

[Hart_Rod]

Originally Posted by 1957 Chief

Thanks for your kind words brother, I sure know this site has helped me a lot.

THe camshaft is a GPI Stage 3 low lift cam, 223/235 duration .540/.540 valve lift and 114+4 lobe separation. We have a built 4L80E with a 3200 stall and the combo flat out works.

Another reason we went with this cam, and a thicker head gasket, is that a blower is planned on down the line, and we didn't want to tie our hands with compression ratio or camshaft.

The motor is a standard bore 6.2 with Compstar rods and Mahle pistons, was a good foundation for making power now, and later, with a power adder on down the line.

Ive done many LS swaps on these trucks, but this is my first start to finish LT build. Its def not for the faint of heart, because just about everything is different between the two engine platforms. And the aftermarket support just isn't there yet, like it is with the LS platform.

And yet I'm looking to put an L86/10spd into an 86 now....

If anyone has questions, hit me up.

Bubba

I'm traveling down this road right now (L86/8spd in a 93/84), and you're absolutely correct about the LT's being majorly different! Nothing that I have found crosses over.... The aftermarket support is coming, but not anywhere close to where the LS stuff is.

So far we have pulled the motor out of the 93 and are getting ready to place the new setup in with the Dirty Dingo adjustable motor/transmission mounts. I will report back after we get everything placed.

[SCOTI]

Originally Posted by 1957 Chief

Thanks for your kind words brother, I sure know this site has helped me a lot.

THe camshaft is a GPI Stage 3 low lift cam, 223/235 duration .540/.540 valve lift and 114+4 lobe separation. We have a built 4L80E with a 3200 stall and the combo flat out works.

Another reason we went with this cam, and a thicker head gasket, is that a blower is planned on down the line, and we didn't want to tie our hands with compression ratio or camshaft.

The motor is a standard bore 6.2 with Compstar rods and Mahle pistons, was a good foundation for making power now, and later, with a power adder on down the line.

Ive done many LS swaps on these trucks, but this is my first start to finish LT build. Its def not for the faint of heart, because just about everything is different between the two engine platforms. And the aftermarket support just isn't there yet, like it is with the LS platform.

And yet I'm looking to put an L86/10spd into an 86 now....

If anyone has questions, hit me up.

Bubba

TY for the info.

I know I'm among the few, but I just don't care for the added complexity the 6/8/10spd autos bring to the table. I'll take a 4l80e any day of the week & live just fine.

Same on the can choice.... Jeez some of the aftermarket stuff seems like it kills the efficiency benefit of the late model combo all in the name of full time big power. I'd prefer a mild bump in power w/minimal or no loss in efficiency.

Was the piston/rod upgrade needed for targeted compression needs or ??

[1957 Chief]

Originally Posted by Hart_Rod

I'm traveling down this road right now (L86/8spd in a 93/84), and you're absolutely correct about the LT's being majorly different! Nothing that I have found crosses over.... The aftermarket support is coming, but not anywhere close to where the LS stuff is.

So far we have pulled the motor out of the 93 and are getting ready to place the new setup in with the Dirty Dingo adjustable motor/transmission mounts. I will report back after we get everything placed.

Rob, PM me your phone number when you can. Id like to share some things with you.

Originally Posted by SCOTI

TY for the info.

I know I'm among the few, but I just don't care for the added complexity the 6/8/10spd autos bring to the table. I'll take a 4l80e any day of the week & live just fine.

Same on the can choice.... Jeez some of the aftermarket stuff seems like it kills the efficiency benefit of the late model combo all in the name of full time big power. I'd prefer a mild bump in power w/minimal or no loss in efficiency.

Was the piston/rod upgrade needed for targeted compression needs or ??

I can see your point on the diff offerings of the transmissions. However the 6L transmissions have come a long way in regards to performance, and the 8-10's are close behind.

What I did learn from this whole experience, is the vacuum signal with the LT motors is WAY different than LS motors. With the direct injection the fuel is squirted into the cylinder versus in the intake runner. Normal injectors increase the Venturi effect in the runners versus the DI motors. Hence the reason GM put the vacuum pumps on the truck motors.

As far as the piston/rod combo, we found a short block that already was built with them in it. Kinda a "peace of mind" when it comes to later performance increases. The factory combo would have done just fine with the performance we have now, however knowing what we could do/might do down the line, it was a calculated decision.

Bubba

[SCOTI]

Originally Posted by 1957 Chief

Rob, PM me your phone number when you can. Id like to share some things with you.




I can see your point on the diff offerings of the transmissions. However the 6L transmissions have come a long way in regards to performance, and the 8-10's are close behind.

What I did learn from this whole experience, is the vacuum signal with the LT motors is WAY different than LS motors. With the direct injection the fuel is squirted into the cylinder versus in the intake runner. Normal injectors increase the Venturi effect in the runners versus the DI motors. Hence the reason GM put the vacuum pumps on the truck motors.

As far as the piston/rod combo, we found a short block that already was built with them in it. Kinda a "peace of mind" when it comes to later performance increases. The factory combo would have done just fine with the performance we have now, however knowing what we could do/might do down the line, it was a calculated decision.

Bubba

TY for the insight/answers.

[1957 Chief]

Some more updates o Sandy before we go to LS Fest East in a few weeks

Installed some sweet new emblems that compliment the truck. Truck's name is Sandy and these are some nice additions to the truck .

And just got word today that my buddy that owns the truck, bought a coilover rear suspension, so we will need to install that before we go in less than three weeks....

Bubba