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I've got a 72 El Camino, just got an L83 engine with an 8L90E trans from a 2017 Chevy Silverado. Has anyone done this swap? Any pointers on issues encountered?
 

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I was planning to do the same swap into my '87 El Camino. After researching the difference between the Gen IV and Gen V, I decided you stay with the Gen IV for now. There is too much that needs to be done to make the Gen V work. Completely different fuel system, no P/S pump, tuning questions, etc. I am using a LS3 with 6L80E. Much easier swap.
 

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Anything bigger than a 4L60E is almost certainly going to require floor pan surgery. There may also be a separate transmission control module required for that trans.

Also not sure but that engine may require a drive-by - wire throttle pedal.

Probably e-fans behind the radiator. Definite drive shaft length change and possibly a different yoke.

Best to use an electric in-tank fuel pump here.

Also not sure about driveline angles towards the differential.

Many aspects to this. The older Gen 3 LS engines have greater vendor support.

Rick

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Almost no difference between Gen III and Gen IV except DBW throttle, Different CPU and 6L80E trans has the TCM internal to the Trans. Gen III's have a separate TCM and Cable throttle. Some Gen IV's have DOD/Cylinder Deactivate and/or VVT. Plenty of support for Gen IV.
 

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Almost no difference between Gen III and Gen IV except DBW throttle, Different CPU and 6L80E trans has the TCM internal to the Trans. Gen III's have a separate TCM and Cable throttle. Some Gen IV's have DOD/Cylinder Deactivate and/or VVT. Plenty of support for Gen IV.
not quite true. the biggest difference is the availability of DOD and that can make a HUGE difference. a lot of people I know doing the GenIV swap tend to de-activate the DoD functionality as their research has found it is just not worth the hassle. IIRC another difference is the number of teeth for the timing ring

http://www.superchevy.com/how-to/0901gmhtp-ls1-ls6-ls2-ls3-l99-ls4-ls7-ls9-lsa-engine-history/

The most distinguishing differences between Gen III and Gen IV cylinder blocks are larger bores (on some engines), different camshaft position sensor locations - indicated by a move to the front timing cover area on Gen IV blocks vs the top-rear position on Gen III blocks - and, on most Gen IV blocks, cast-in provisions for GM's Active Fuel Management cylinder deactivation system in the lifter valley.
 
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