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My trucks going in for open heart surgery in a month. DOD delete, tsp stage 2 L83/5.3 cam in my L86/6.2. I eventually would love to put a blower on it. I drive the truck frequently and don’t want to do too big of a cam where I’ll have to change my torque converter. Will I get away with a L83 stage 3 cam with my stock converter or should I stick to the stage 2. Specs are 5.3L Stage 2 Camshaft w/ +32% Fuel Lobe: 218/226, 635", 113 LSA, 109 ICL All my mods will be intake, portable TB, (hopefully have my heads ported when it goes in for dod delete and cam) LT4 injectors, 1-7/8 long tube hears, off-road y-pipe. I’ll have a 3.5” electric cut out followed by stock exhaust for now. Trucks reverse level and blocks removed. 22x12 -51 285/35r22 no trimming or cutting

So finally finished my truck. 2014 Sierra Single cab L83. GPI stage 2 cam kit, DOD delete, LS7 lifters.... 2.9L Whipple with a 4inch pulley Stock convertor Full exhaust Tune Got 517whp... Everything was running perfect untillll.... Started losing power, and quite a bit. Took it back to the garage, they tested pipes, vacuum, all seemed to be in order. Later found 3 spots where there were leaks im my exhaust where the headers connects to the y pipe and out the y pipe to the catback, they were clamped... So got flanges and bolted them on... All perfect... Still running 7.3psi high boost and its beginning to frustrate me. I also get rpm drops in 2nd gear at 4500 and above (this has been happening ever since i added the cams before having the supercharger) - doesn't happen everytime, but happens more often than not. Any suggestions? Any ideas? Oh i also have a gear oil cooler installed... Recently serviced everything, gear oil, diff oil, engine oil, spark plugs, changed the wiring to the MSD and added a heat shield to be safe.... Something is wrong and its quite annoying. Note: its hot AF where im at - Dubai... Easily hits 45degrees C during the day with insane humidity levels... Any feedback wld be helpful... Thanks Im going for a compression test tomorrow to see if that is fine.

Not sure if this is the place for this or not. But I will be documenting the ls swap journey of my dream truck. I found me a fairly clean rust free 1992 gmc 1500 2wd. Sourced a junkyard 5.3, and a 4l80e trans. I am using a bp automotive harness, hp tuners and a lot of luck. This is my first ls swap so critics please tell me what I am doing wrong.

John Goreham Contributing Writer, GM-Trucks.com 2-7-2019 Specialty Vehicle Engineering, Inc. (formerly SLP) has announced its newest vehicles, 1,000 hp versions of the Chevy Tahoe, Chevy Suburban, and the GMC Yukon SUVs. You may remember Specialty Vehicle Engineering, Inc. (formerly SLP) as the manufacturer who created the Firehawk back in the day. The company's latest creations are the all-new and incredibly fast, 2019 High Output, Stage 2 Tahoe, Suburban and Yukon powered by a custom 416 C.I.D. (6.8L) supercharged LT-1-based engine. The powerplant delivers 1000 horsepower and 875 lb.-ft of torque, and features a blueprinted LT-1 Aluminum block, Race-Quality computer-balanced rotating assembly including forged 4340 steel crankshaft and forged steel H-Beam rods, forged aluminum pistons, CNC ported high-flow LT4 cylinder heads, custom supercharger, and 8 Rib Belt Drive System. The vehicle comes with a 3 Year/36,000 Mile Engine and Supercharger Assembly Limited Warranty. A Heavy-Duty transmission upgrade is standard on the Stage 2 1000HP package and includes a 12 month/12,000 mile warranty. About Specialty Vehicle Engineering, Inc. For more than 25 years, Specialty Vehicle Engineering has been a Second Stage Vehicle Manufacturer and Tier One Supplier to GM and its dealers, having built over 65,000 cars, trucks, and SUV specialty vehicles; making it the #1 GM Specialty Vehicle Manufacturer in the USA. The company was chosen as the exclusive builder of the current generation Yenko Supercars.

I am going to look at a 2001 Chevy Tahoe tomorrow that I think I can pickup for a pretty decent deal. He originally had it posted for $4500 and has been reducing the price slowly. I've been talking to him the last couple of days and I think I can pick it up around $3000 +/-. It's has a Magunson MP112 supercharger installed, all leather, 200K miles, and the body looks to be in excellent shape. The interior seems to be in fair condition, with some minor wear and tear. He said recently it threw a check engine light for a random misfire on cylinder number six at idle. He did a tune up on it thinking it was bad plugs/wires but it still is present. I talked to my buddy about it and he think's since it is only at idle, it's probably a lazy injector which I agree. It hasn't been for sale that long but I think the way he has it listed, it is hard to find so that's probably why someone hasn't picked it up yet. I found it by accident honestly lol. Does this sound like a pretty decent deal if everything checks out? Also, is there an easy way to test the injector? I can bring a code reader from work but he seems like a pretty honest guy. The mileage doesn't really scare me if it has been maintained well. Hell my 2005 Silverado 1500 has 219K on the clock and I drive it everyday and wouldn't hesitate to take it anywhere. He also just had new tires put on which tells me he was planning on keeping it at least for a little while otherwise he wouldn't have wasted the funds for that. For me that is kind of a tell tale sign if it's a decent rig if someone is willing to spend the coin on some new skins for it. Reason for sale is supposedly to free up some cash. Let me know your thoughts, I'd sure appreciate it.

New to this whole forum thing so let's just get down to business. I have a 2015 Silverado 1500 with the L83 5.3L currently I have an Edelbrock E-Force 2300 stage 1 supercharger and Borla atak cat back exhaust. I have been researching all over and for the right camshaft size for my application (1/4 mile/street) and haven't really gotten anywhere. what Camshafts are performing well in these SIDI engines with superchargers? I'm aware that I would need stronger valves, springs, and most likely rods, I've heard great things from Texas speed and Comp Cams but I am not partial to either. once I do the Camswap I will also be looking into a smaller pulley and new injectors which I will also need feedback for. I'm currently running the SCT tune that came with the kit from Edelbrock but I'm sure it will not be adequate once I put in the new cams, smaller pulley, and injectors. ANY INPUT WILL HELP!!!!

Well it's been almost 1 month and 1300 miles. I have Corsa Performance exhaust, K&N stock filter replacement, Micky Thompsons 33's on 20 inch rims and a 5 inch lift. Before I put the SC on the truck, I tried a tune. Yes, the tune made it slightly faster, but the performance tune could not be used with towing. On the other hand, the SC puts a smile on everyone's face that I give a ride. I have to watch how much throttle I give it from a dead stop since it will just roast the tires. The video doesn't do it justice. BTW, the only valid comments are from people that actually have DRIVEN it! The install was easy, and the power was immediately noticeable. I can manage to eek out almost 18 MPG city and highway if I keep my foot out of it. If I'm having fun with the SC, my mileage is around 13 mpg. But again, I'm not worried about the mileage. I had Magnuson turn off the AFM, and got better mileage. Go figure. Best Christmas present from my wife ever! Magnuson's SC towing video

Zane Merva Executive Editor, GM-Trucks.com 3/16/2016 Just when you thought the sixth generation Camaro could not get any better, Chevrolet has announced that the high-performance ZL1 variation will make a return for MY-2017. Powered by a 640-horsepower supercharged LT4 6.2L V8 engine, the ZL1 will come in a customer's choice of a 6-speed manual or 10-speed automatic. Our experience with the all new Camaro has been outstandingly positive. Just last fall, GM-Trucks.com drove a 2016 Camaro SS over 1,600 miles from Minneapolis to Salt Lake City in an epic road trip. The SS turned out to be a strikingly composed vehicle. In our time with the last generation Camaro ZL1, we were equally impressed but the vehicle's extra weight made it harder to control on the track. This generation is over 200-lbs lighter. The all new ZL1 will dial this lighter generation pony car up to the proverbial "11". Specialized bodywork on the ZL1 improve aerodynamics and cooling. A larger front splitter, unique rockers, larger rear spoiler and wide front fenders are designed to keep the Camaro ZL1 stable at high speeds. A special "flow-tie" Chevrolet bowtie insignia is open to allow more airflow to the engine compartment. Inside the ZL1 has standard Recaro front seats, a suede flat-bottom steering wheel, and suede shift knob. Chevrolet's performance data recorder (PDR) is also available. The ZL1 also comes with unique 20-inch forged aluminum wheels with exclusive Goodyear Eagle F1 Supercar tires [285/30ZR20 Front / 305/30ZR20 Rear]. Those huge tires will get help stopping with massive 15.35 inch rotors squeezed by six-piston Brembo brakes up front. 11-heat exchangers throughout the Camaro ZL1 make this four-person car track ready straight from the dealership. Pricing and availability have yet to be announced.

https://www.youtube.com/watch?v=kfhBg5O9i2U 2015 Chevrolet Corvette Z06 is Most Capable, Ever DETROIT – Chevrolet today introduced the most track-capable Corvette in the brand’s history – the 2015 Corvette Z06. It stretches the performance envelope for Corvette with unprecedented levels of aerodynamic downforce, at least 625 horsepower from an all-new supercharged engine, and an all-new, high-performance eight-speed automatic transmission – all building on the advanced driver technologies introduced on the Corvette Stingray. “The new Z06 delivers levels of performance, technology and design that rival the most exotic supercars in the world,” said Mark Reuss, president, General Motors North America. “And the Z06 leverages the engineering expertise of GM, offering the choice of two world-class transmissions, supercar performance without supercar fuel consumption and technologies that make it easier to fully enjoy the incredible experience of driving it.” The 2015 model is the first Corvette Z06 to offer a supercharged engine, an automatic transmission and, thanks to a stronger aluminum frame, a removable roof panel. The new, supercharged 6.2L engine is expected to deliver at least 625 horsepower (466 kW), and can be matched with either a seven-speed manual or an all-new, high-performance eight-speed automatic transmission with paddle shifters for manual control. The aluminum frame carries over from the Corvette Stingray and will be used essentially unchanged for the Corvette Racing C7.R. A track-focused Z07 Performance Package adds unique components for true aerodynamic downforce, Michelin Pilot Super Sport Cup tires for enhanced grip, and Brembo carbon ceramic-matrix brake rotors that improve braking performance and contribute to greater handling through reduced unsprung weight. Although development testing is ongoing, the Z07 package has already recorded some of the fastest lap times ever for a Corvette, surpassing even the ZR1. “The Corvette Z06 is a great example of the technology transfer between racing and production Corvettes,” said Tadge Juechter, Corvette chief engineer. “First, we took what we learned on the Corvette Racing C6.R and applied that to the all-new Corvette Stingray. Then, using the Stingray as a foundation, the Z06 and C7.R were developed to push the envelope of performance on the street and the track.” Supercharged, efficient performance The heart of the 2015 Corvette Z06 is the all-new LT4 6.2L supercharged V-8 engine, expected to deliver an estimated 625 horsepower (466 kW) and 635 lb-ft of torque (861 Nm). To balance performance and efficiency, the LT4 leverages the same trio of advanced technologies introduced on the Corvette Stingray: Direct injection, Active Fuel Management, or cylinder deactivation, and continuously variable valve timing. These technologies – combined with the fuel-efficient multi-speed transmissions, aerodynamic design and lightweight construction – help make the new Z06 surprisingly fuel efficient. “The supercharged LT4 engine delivers the greatest balance of performance and efficiency ever in the Corvette,” said John Rydzewski, assistant chief engineer for Small-Block engines. “It is one of the world’s only supercharged engines to incorporate cylinder deactivation technology, enabling it to cruise efficiently on the highway with reduced fuel consumption, but offer more than 600 horsepower whenever the driver calls up its tremendous power reserve.” To maintain the Z06’s mass and performance targets, the LT4 engine was designed with a more-efficient, more-compact supercharger. Even with its integrated supercharger/intercooler assembly mounted in the valley between the cylinder heads, the engine is only about one inch (25 mm) taller than the Corvette Stingray’s LT1 engine – while delivering nearly 37 percent more horsepower and 40 percent more torque. The new 1.7L Eaton R1740 TVS supercharger spins at up to 20,000 rpm – 5,000 rpm more than the supercharger on the Corvette ZR1’s LS9. The rotors are shorter in length, too, which contributes to their higher-rpm capability – and enables them to get up to speed quicker, producing power-enhancing boost earlier in the rpm band. That boost is achieved more efficiently, thanks to a new, more direct discharge port that creates less turbulence, reducing heat and speeding airflow into the engine. The LT4 engine also has several unique features designed to support its higher output and the greater cylinder pressures created by forced induction, including: -Rotocast A356T6 aluminum cylinder heads that are stronger and handle heat better than conventional heads -Lightweight titanium intake valves and machined connecting rods for reduced reciprocating mass -High 10.0:1 compression ratio – for a forced-induction engine – enhances performance and efficiency and is enabled by direct injection -Forged aluminum pistons with unique, stronger structure to ensure strength under high cylinder pressures -Stainless steel exhaust headers and an aluminum balancer that are lighter than their LT1 counterparts -Standard dry-sump oiling system with larger cooler capacity than Z51; used with dual-pressure-control oil pump. -The LT4 will be built in Tonawanda, N.Y., and at the new Performance Build Center in Bowling Green, Ky. Eight speeds, no waiting The supercharged LT4 is offered with a standard seven-speed manual transmission with Active Rev Match, or an all-new 8L90 eight-speed paddle-shift automatic transmission designed to enhance both performance and efficiency. “Unlike most ultra-performance cars, the Corvette Z06 offers customers the choice between two transmissions to suit their driving styles,” said Juechter. “The seven-speed gives the driver the control of a true three-pedal manual transmission with perfect shifts enabled by Active Rev Matching. The new eight-speed automatic offers drivers the comfort and drivability of a true automatic transmission, as well as lightning-fast shifts and manual control for track driving.” The seven-speed manual incorporates rev-matching technology for upshifts and downshifts. This driver-selectable feature can be easily engaged or disengaged via paddles on the steering wheel. The seven-speed is used with a new dual-mass flywheel and dual-disc clutch, which deliver greater shift quality and feel through lower inertia. The eight-speed automatic is tuned for world-class shift-response times, and smaller steps between gears keep the LT4 within the sweet spot of the rpm band, making the most of the output of the supercharged engine for exhilarating performance and greater efficiency. For performance driving, the transmission offers full manual control via steering wheel paddles, and unique algorithms to deliver shift performance that rivals the dual-clutch/semi-automatic transmissions found in many supercars – but with the smoothness and refinement that comes with a conventional automatic fitted with a torque converter. In fact, the 8L90’s controller analyzes and executes commands 160 times per second, and wide-open throttle upshifts are executed up to eight-hundredths of a second quicker than those of the dual-clutch transmission offered in the Porsche 911. “There’s no trade-off in drivability with the new 8L90 eight-speed automatic transmission – it was designed to deliver performance on par with dual-clutch designs, but without sacrificing refinement,” said Bill Goodrich, assistant chief engineer for eight-speed automatic transmissions. “It is also the highest-capacity automatic transmission ever offered in a Chevrolet car.” Featuring four gearsets and five clutches, creative packaging enables the GM-developed eight-speed automatic to fit the same space as the six-speed automatic used in the Corvette Stingray. Extensive use of aluminum and magnesium make it more than eight pounds (4 kg) lighter than the six-speed. Along with design features that reduce friction, the 8L90 is expected to contribute up to 5-percent greater efficiency, when compared with a six-speed automatic. The eight-speed automatic will be built at GM’s Toledo, Ohio, transmission facility. Designed for downforce The performance targets of the Z06 also posed a challenge for the design team, which had to create a striking design that also contributed to increased capabilities. “Practically every exterior change served a functional purpose, as this beast needed more of everything,” said Tom Peters, Corvette design director, “The flared fenders accommodate larger, wider wheels and tires for more grip. The larger vents provide more cooling air to the engine, brakes, transmission and differential for increased track capability. The more aggressive aerodynamic package generates true downforce for more cornering grip and high-speed stability.” The design changes began not with the exterior panels, but the tires. To deliver the levels of grip needed for the Z06’s performance targets, the Z06 was fitted with larger Michelin tires (Pilot Super Sport tires for the Z06; Sport Cup 2 tires with the Z07 package). The P285/30ZR19 front tires are 1.5 inches wider than the tires on the Stingray, while the 335/25ZR20 rear tires are two inches wider. To cover the wider tire tread, the fenders of the Z06 were extended by 2.2 inches (56 mm) at the front, and 3.15 inches (80 mm) at the rear. These extensions give the Corvette Z06 a wider, lower appearance further emphasized by a unique rear fascia. It incorporates the same taillamp assemblies as the Stingray, but on the Z06 the taillamps are pushed approximately three inches farther apart, toward to edges of the body. The tires are mounted on lightweight, spin-cast aluminum wheels that are also wider than the Stingray (19 x 10 inches in front and 20 x 12 inches in the rear). Their open, ultralight design showcases the massive Brembo brakes, which are part of the design aesthetic: