Here's a street rod project we're working on that I thought might be of some interest since it's a 5.3 engine. It's a little work to fit the car intake with the truck accessories; mainly relocating the idler pulley by welding a new pad on the alternator bracket and getting a longer belt.
A Camaro water pump would let you bring the radiator hose out under the belt( not with the stock truck fan), but on this one the owner wants to angle up behind the throttle body.

 

Great info!!

 

John - I'd really like some more pics showing what you did with the idler pulley.

 

that looks so sweet...

 

Speartech...
how do the computer connections from the old 5.3 intake connect to the ls1 intake? and is that the ls1 TB? thanks just researching...

 

Hey, that looks like one of the new aluminum 5.3 blocks. Cool.

 

how did you relocate the idler pulley. all the wiring connections should be the same pewter, just have to use a 97 vette fuel rail and crossover etc. if we can swap to the ls6 manifold we will have a better selection of direct fit injectors, and all kinds of billet fuel rails etc.

 

What year are they aluminum?

Also, what gains are to be had going to a stock LS1 manifold? What about a stock LS1 cam, will that work, I have both of those laying around...

 

You will have to redo the EVAP system up front as the truck EVAP sensor plugs directly into the intake. The truck sensor is unlike the F-body EVAP sensor in that there is no place to plug the truck sensor into the LS1 manifold. You can just buy an LS1 EVAP sensor though and some of the plastic flex tube connecting lines.
Other than that, everything electrical hooks up fine. There is even a nipple in the back of the F-body manifold for the fuel pressure regulator. It is a pretty straightfoward swap ... as long as you can solve the belt situation somehow.

 

GM started putting an all-aluminum 5.3 in the Trailblazer/Envoy/Ascender SUV's last year. The trucks still have an iron block with aluminum cylinder heads.



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My understanding is that the LS6 intake flows the best, followed by the 4.8/5.3/6.0 intake, and the LS1 intake.

I think that trucks could benefit from the longer runners for better low-end torque than the short runner, high rpm flow of an LS6 piece. I might be wrong, though. Just seems like a lot of work to see minimal gains.

Here's the flow information on the three stock intakes from >>this post<< :

Intake .200 .300 .350 .400 .450 .500 .550 .600
LS1-------141--185--205--222--232--241--251--258
6.0--------163--206--224--237--249--262--265--270
LS6-------166--211--229--244--257--269--277--283