The only issue is that this can only be used in a factory one-piece rear main seal bock that is machined to accept both the dog bones and the spider. This is a very affordable lifter package priced well under $500. This is just one more reason the LS engines are so popular.This is the factory hydraulic roller lifter package referenced in the story. The swap is easy and on the dyno, we’ve accomplished this entire process in under 30 minutes with only a couple of specialty tools that aren’t expensive and we didn’t even work up a sweat. Torque the oil pump bolts to their spec and you’re ready to move on. We actually checked the clearance the first time we did this and it works.
This will align the internal oil pump gear around the crank hub without removing the oil pump cover. Then turn the engine over three to four revolutions using the harmonic balancer bolt. Install all four oil pump bolts to the block with only slight pressure. Instead of making all that effort, Kenny Duttweiler showed us this trick that saves a ton of time. With the clearance set, then torque the mounting bolts to the block. The factory will tell you that to install the oil pump, you must mount the pump and then remove the cover bolts and carefully set the clearance with a pair of feeler gauges. There’s a trick to reinstalling the oil pump that will save time and effort. However, if you will be changing the timing gears and chain, then the pump will need to be removed. You will notice in the procedure that it’s not necessary to remove the oil pump to swap the cam. We did not degree this cam as part of this story, but it’s always a good idea to check the cam position, especially with high performance camshafts with lots of lift that can tighten the piston-to-valve clearance. Our early Gen III engine places the cam sensor at the back of the engine so this makes the swap even easier since there is no cam sensor equipment or variable valve timing (VVT) equipment to get in the way. This package made decent power but, being good gear heads, we wanted more.Ĭomp has a brand new line of Low Shock Technology (LST) cams so we thought we’d bolt one in place and show just how easy it is to swap camshafts in the LS engine family. We’ve added a Sniper fabricated intake manifold, throttle body, and a pair of mildly ported 5.3L West Coast Racing Cylinder Heads cathedral port heads along with a mild cam.
Our 6.0L came out of a 2003 Chevy pickup with a ton of miles on it but it’s still ready to make some serious power. Add a good EFI intake manifold and you can easily make over 500 hp. The cylinder heads are so good that a simple 6.0L iron block truck engine can make over 475 hp with just a slightly bigger camshaft. One quick way to make power with any LS engine, regardless of displacement, is with a simple cam swap.
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