Видео

Oh man it was very simple. It all just bolts to the oil pan. The passenger side unbolts and comes off with no fuss. The drivers side is a bit bigger and the engine and frame is in the way of just removing it. So I just unbolted it and let it lay against the frame and pulled the engine. Then it came right out. If you are removing the diff with the engine in place the motor needs to go over towards the passenger side a bit. Loosen the motor mounts or however.

I'm sorry your Corvette has given you so much trouble for you to feel this way. What's wrong with your Z06? Are you in or near South Florida? Everybody should love their vette, especially if it is a Z06. I can help you discover the magic of your ride.

@@secondshiftperformance garbage motor tbh...it's always prone to failure with all the titanium crap

@@avgeeks5638 Well the heads are definitely problematic. They can be fixed or replaced, though. This comes at a cost but it is less than fixing the blown up engine. Are you in Florida? I can help you upgrade to a set of Brodix BR7 heads, if you like. Wed can get all new valves and springs for them and you will make more power for your investment along with upping the reliability.

@@secondshiftperformance the entire motor was built.last year, darton sleeved heads and everything..but a rod knock now from a spun bearing..more likely the titanium valve coating failure.. pos motor lol

Ya so I wouldn't believe that for all the tea in China. And you probably shouldn't either. I hope this is not what your engine builder told you. But just in case they did, the logical next question from you should be How did any debri work its way to a single crankshaft rod bearing if there is a filter just downstream of the pump and before any oil re enters the engine. The reality there is the oil filter would have caught any debris large enough to plug a passage in the oiling system. We could argue the debris hurt the oil pump and the reduced oil pressure cause the bearing to spin but if that were the case why is it a single bearing that spun and what do all the other bearing surfaces look like? Do they show starved oil? Bearings can also spin from incorrect applications/not taking proper measurements in building, or from incorrect bolt torque. And from excessive loads or heat. Excessive heat can be created as simply as using a bearing that has the incorrect dimensions and is too tight. I am not in any way suggesting this to be the fault of the builder. I am only pointing out it is bad optics for a builder not to warranty such a problem so close to the build time. In consideration that most engine builders warranty their engines for 3 or 4 years. Where are you located?

Yes this swap was done with an ACE kit that is no longer available.

Thank you

www.fabbotfab.com/products/fabbot-colorado-ls-swap-engine-mounts

The 5.3L engine that went into the H3 Alpha was the LH8 engine. So you want to find a LH8 oil pan. Here is a link to a kit with the pan, pickup, and dipstick with tube: www.brphotrods.com/p/LH8OP/new-lh8-oil-pan.html

Hello. Thank you for watching our channel and reaching out to us. And I'm sorry. The conversion kit used here is not available anymore. I do not know if it will be again or if this company is just done making the kits, but the conversion kit used for this Disco 2 came from here: www.alternativeconversion.com/

Hey Thanks!

It made more room for the Derale fans and shroud getting rid of the pulley and snout for mechanical clutch fan.

117k.

@@secondshiftperformance so cool to see performance cars like this hitting high mileage but still in great shape.

@@VetteRocZ The car came in with the battery dead and the engine blown up so we didn't see the odometer until almost the end of the job. It was quite the surprise. The rest of the car is in very nice condition.

Thank you

We installed both a pusher and a puller fan and got between 5 and 6k CFM. Looking back I feel it would have been better to keep the clutch fan setup.

Thank you. And we would love to help you out with your LS3

thank you

Unfortunately no. The seal looked ok as did the machined surface of the crankshaft. Got our fingers crossed going back together.

We did not find a definitive answer

The first time this problem was resolved was at the start of the 7th generation of Corvette in 2014 when GM stopped putting LS7 into Corvettes. The second time this problem was addressed was when GM too the crate LS7 and crate LS427/570 out of production. This put an end to the problem altogether. Lightweight hollow valves were a defining feature of the 7k RPM engine. The way the heads get "fixed" puts much stronger springs on the solid valves so they do not float out. While the engine can still rev to 7k RPM it takes notably more wear from the spring pressure required to operate the heavier valves at such RPM and it kills the efficiency of the engine fundamentally changing the characteristics of the LS7 engine. For GM to 'fix" their design would be the creation of a different engine designation. So no, there was never a point or year where LS7 stopped having the problems it was so known for.

@@secondshiftperformance Thank you, Sir. As you are well aware, there have been many rumors and much speculation, but your answer seems the most plausible. And, having the issue addressed with any/all LS7s definitely would give some peace of mind with this kind of investment versus the cost of a catastrophic failure. Thanks much for the reply, Sir.

www.fabbotfab.com/products/fabbot-colorado-ls-swap-engine-mounts

That depends on the valve lift also. Don't forget once we get much over .600 lift the valvetrain is good for less than 50k and springs should be changed out at 25k.

www.amazon.com/HiSport-Injector-Micro-Filter-Removal/dp/B08C58W2XD/ref=asc_df_B08C58W2XD/?tag=hyprod-20&linkCode=df0&hvadid=693699855734&hvpos=&hvnetw=g&hvrand=9176365539313257833&hvpone=&hvptwo=&hvqmt=&hvdev=c&hvdvcmdl=&hvlocint=&hvlocphy=9011888&hvtargid=pla-1212119386048&mcid=85b460d26bc83b3aa29afcc9d42d924b&gad_source=1&gclid=CjwKCAjwl4yyBhAgEiwADSEjeAVJWX_GlOpqhEscY7XT-HZo1A5QVhH0kCNz_Xc16l-WF7WoKjPbshoC_gMQAvD_BwE&th=1

For pricing, availability, and or to schedule an appointment give us a call during business hours at 954-696-4727