CAN 5.3 TOW 6000 LB TRAVEL TRAILER?

[RDF1]

Compared to a Gen III, peak HP yes, average torque and average power not even close. Comparing to a GenIV rectangle port/VVT the LY6 and L96 stomp a mudhole in the L83 especially with the same transmission behind them. My sister and brother in-law have owned 2014s since new and the only thing impressive is how much fuel they drink for as little power as they make. Remind me of a 70s 305 in stock form in the torque department. There is a reason the Vans and 2500s never had the L83 but kept the 6.0L and went to the 6.6.

Ive tuned a bunch trucks with the L83s that had 3.08 gears and they are terrible.
THey get better mileage running around in 5th than 6th gear.
The 2017 i finished today ran 6th gear at 45mph at 1100 rpms and had -5* timing under load and was showing KR.

 

[L31MaxExpress]

Ive tuned a bunch trucks with the L83s that had 3.08 gears and they are terrible.
THey get better mileage running around in 5th than 6th gear.
The 2017 i finished today ran 6th gear at 45mph at 1100 rpms and had -5* timing under load and was showing KR.

Theirs both have factory max tow 3.42s and OE size tires. I could not imagine how much of a dog they would be with 3.08s.

At the ~0-10% TPS I cruise on flat road around town between 0-45 mph, my 4th gear TCC release is at 32 mph in my van which is 1,000 rpm. My 383 has no problem climbing slight grades at 35 mph around town. The cam has a bit of surge and even an occasional 61.5° @ 0.050 overlap misfire shudder there, but it is not something overly bothersome to me. The new cam has over 10° less overlap and later IVC which will probably eliminate that all together.

My OE trans tuning on the Pathfinder has more shudder too it since Nissan holds the V6 in lockup and overdrive down to about ~900 rpm, the Pathfinder annoys me enough to hold it in 4th. One vehicle that I wish I had the ability to reprogram the shift points and lock up on.

 

[weaponoffreedom]

I

Haha the new DI stuff is good money maker for doing DOD deletes and such.
Id never own one.

bought one, and jsut got rid of it. 6.6 l8t

 

[0xDEADBEEF]

I like DI in theory. It's kind of like a small amount of forced induction. In practice there's a lot of coked up intake valves out there.

I've owned a couple L83s. I thought they did well for what they are, a light duty truck engine.

I love my LT2, but I'm sure I'm going to blow it up on track someday. I saw Katech has a 427 LT motor, yes please.

 

[pressureangle]

The Express vans had a non-DOD setup but it was still struggling at low rpm. My guess is GM knew the weight/aerodynamic drag was too much on the vans for them to benifit from DOD.

Interesting. My SO's '05 Envoy was clattering at startup, so I had the shop do the oil pump and new lifters; it had the DOD equipment, but wasn't harnessed nor was the computer programmed for it. My guy said he'd never seen that before.

 

[weaponoffreedom]

Compared to a Gen III, peak HP yes, average torque and average power not even close. Comparing to a GenIV rectangle port/VVT the LY6 and L96 stomp a mudhole in the L83 especially with the same transmission behind them. My sister and brother in-law have owned 2014s since new and the only thing impressive is how much fuel they drink for as little power as they make. Remind me of a 70s 305 in stock form in the torque department. There is a reason the Vans and 2500s never had the L83 but kept the 6.0L and went to the 6.6.

I am not arguing that the 5.3 is better than the 6.0 l96 becuase it is not. But the numbers from GM are what they are. The 6.0 is rated @322hp @4200 rpm for HD and chassis cab applications. The engine makes more 360hp at 5400, but they rate them at the same rpm as peak torque. As you said, big difference in transmission and gear ratio, also the l96 is cast iron and the l83 is not. Peak torque is higher in the l83, but to your point, avaerage torque over band is higher in the l96. I have a 2015 chassis cab with a flatbed. You can feel power at 2200 rpm i suppose due to vvt. Overall, I agree with you, but the question was about engine and not the combo.



the l96:
322hp @ 4200 RPM SAE Certified (HD Cab and Chassis)
360 hp (268 kW) @ 5400 RPM SAE Certified
380 lb.-ft. (515 Nm) @ 4200 RPM SAE Certified


the l83:

Horsepower (hp / kW @ rpm):
	380 / 283 @ 5600 (E85 – SAE certified)
Torque (lb-ft / Nm @ rpm):	383 / 519 @ 4100 (gas – SAE certified)

 

[weaponoffreedom]

I like DI in theory. It's kind of like a small amount of forced induction. In practice there's a lot of coked up intake valves out there.

I've owned a couple L83s. I thought they did well for what they are, a light duty truck engine.

I love my LT2, but I'm sure I'm going to blow it up on track someday. I saw Katech has a 427 LT motor, yes please.

I wish GM would have just went full big block, like a revamped 8.1

 

[RDF1]

Every time i dyno a vehicle i will end it off by seeing what it does at 2000-2500 rpms just curiosity.
The last one was a iron 6.0 with 6.2 rotating assembly and 823 heads and LS3 intake. the crappy part was it had a "sloppy stage 2" cam since everyone thinks they are the best for everything....
It made a whole 318rwhp. And at 2000 rpms it only made 92rwhp/240rwtq. I have to go see what the last stock 4.8 did on the dyno but it was very close to those same numbers.

 

[L31MaxExpress]

Every time i dyno a vehicle i will end it off by seeing what it does at 2000-2500 rpms just curiosity.
The last one was a iron 6.0 with 6.2 rotating assembly and 823 heads and LS3 intake. the crappy part was it had a "sloppy stage 2" cam since everyone thinks they are the best for everything....
It made a whole 318rwhp. And at 2000 rpms it only made 92rwhp/240rwtq. I have to go see what the last stock 4.8 did on the dyno but it was very close to those same numbers.

I wish more people could understand that. My buddies heads/cam LQ4 6.0L made a whole ~315 rwtq at peak at 4,200. Down at 2,000 it made 250 rwtq.

My 383 is ~330 @ 1,500 and ~350 @ 2,000, peak is ~430 @ 3,500 on E85. About 30# lower on 91, because the timing curve has to be neutered.

 

[BeXtreme]

Every time i dyno a vehicle i will end it off by seeing what it does at 2000-2500 rpms just curiosity.
The last one was a iron 6.0 with 6.2 rotating assembly and 823 heads and LS3 intake. the crappy part was it had a "sloppy stage 2" cam since everyone thinks they are the best for everything....
It made a whole 318rwhp. And at 2000 rpms it only made 92rwhp/240rwtq. I have to go see what the last stock 4.8 did on the dyno but it was very close to those same numbers.

I've been towing a 6500lb travel trailer around with our 2011 Suburban K1500 with a 5.3/6l80 for years. It is not great, even with 4.10 gears. I found a great deal on a complete running L9H 6.2L from a 2009 Denali and swooped it up. Non-AFM/DOD, VVT, Gen IV Aluminum 6.2L with rectangle port 823 heads and flex fuel injectors. I'm planning on keeping it almost completely stock except for a TSP L92 Stage 1 VVT cam and valvetrain set.

This is the dyno between a stock L99 and the stage 1 cam'ed version. The L92 cam is a bit more truck/low rpm focused than the L99 version they sell now.

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Here's the L92 cam card:

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The difference between the 5.3 and 6.2 is about 100hp/tq just about everywhere.. so i'm looking forward to the difference. It doesn't help that my 5.3 is at ~230k miles, has had slowly decreasing fuel mileage for years, and definitely has something hurt/wrong with it. It isn't bad enough that I've taken the time to hunt down the problem yet though.. so instead I'll just switch to the bigger motor and try to figure out what's wrong with the 5.3 once it is out of the truck.