The title is right. I’m putting a 5.3/4L80 in an OBS bronco. I’ve owned this thing for a while and am tired of sbf problems. Not new to the ls scene. Had several GTOs and have a c6 z06 (434ci) now.

I traded a set of sbf heads for a gen 4 5.3. The goal of the build is midrange power and torque as it’s an over lander and prerunner build. Eventually I’ll supercharge it but for now it’s NA.

- what heads does a gen 4 5.3 have? I thought I saw 243 which is what I want. I don’t want too much flow as it would decrease low and midrange power which is where I want to live.
- should I get a tbss manifold?
- I’m keeping it dbc so I need a new throttle body. Recommendations for a non ported tbss manifold?
- Dod delete. Texas speed or someone else?
- I want linkbar lifters. I don’t like ls7 lifters. I was eyeing the Johnson 2116 as I have them in my z06. Seems overkill for this build.
- anyone have experience with the cam motion truck titan 2 cam?
- headers? I have a set of ls7 manifold from my Z06. I might use those but any recommendations on shorties? Kind of uncharted territory.
- my biggest question is what transfer case to run? I need a manual driver side drop transfer case with 32 spline. I think the answer is a NP241C. This is an unknown as I only know ford transfer cases. Any input is greatly appreciated.

 

Welcome to the forum! Lots of knowledgeable folks here.

I don't know the answer to any of your questions, but I'm sure guys here will chime in. In for the build.... That's going to be a sweet ride!

 

I'd keep the 243s over dropping down to the 862s but that is just me. You could always get them milled.
Sure if you want
Nick Williams is what a few members on here have used.
TXSpeed is fine
No
Shorties is dorkies only long tubes.
That would@arthursc2 question.
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Looks like a good starting point.

 

Most cases marked 241C will be for a passenger drop front diff. There are a couple 88-90 truck that have cases marked 241C but are driver drop. Mostly when you search that specific code, you wont find what you need- which is a manual shift, driver drop. It gets messy and you can search "241D" but mostly just stick to manual shift cases that came in 88+ trucks

Since you are 80e, you need a 32 spline case. Which means you can input shaft swap a 27 spline 241 (no C) (found behind 4L60e in W/T 1500s), find a 241 from behind an 80e/mans trans (from a GMT400 or work truck package GMT800) or a 261 from a GMT800

I learned a lot about wide/narrow bearing cases and input shafts last year. Ended up being easier for me to find the proper case, and rebuild it- rather than try to piece things together. I have heard stories of folks having success swapping parts between cases to get what they need- but I ended up with 2 241s, a 246 and a 261- and between the 4 cases I couldn't make one that worked. So I just rebuilt the 261 and partied

If memory serves correct the 261 will have a 1.375" chain and the 241 will have a 1.125" chain. The 241 could have 4 pinions, most likely will have 6. The 261 will always have 6

Using a 261 or a GMT800 241 ensures that you have the correct VSS, which is something I ran into with the 89 241 case I tried to use. Depending on how you're controlling the trans and reading vehicle speed, you may not be limited to the newer cases. I wanted to keep all the electronics and stock dash in my '02 Tahoe happy, so I was forced to use a case with the proper VSS

Re: Shorties- while there is no power improvement, they are easy to modify and inexpensive. the LS7 manifolds may create some steering shaft clearance issues with how the merge sits, but we know damn well they support at least 500hp

 

Thanks for all the information. It’s very helpful.

I’m letting the shop handle the vss issue and figuring out stuff with the terminator x max. My transmission guy said I should use a 2000 stall. He’ll also put the vss on the trans for me so it’ll work but I’m still deferring to the shop.

I dug in further and noted some people are using c10 short headers from speed engineering. That might be the most viable options unless I just run the oem manifolds.

I’ll be running all aftermarket speedhut gauges in mine and the terminator so there will be no wiring issues from the terminator. I’ll also have a gps speedometer.

 

The btr truck stage 2 cam would probably be a good choice over the cam motion. Being that you want to boost it you will need to keep that in mind so you get a proper lsa for the blower you want to add later. Otherwise, you will be going back into it again. I’d go with a higher stall to help get the rpm’s up and get it moving that bronco is heavy.

 

Also just to note, the GEN 4 engines came with 799 or 243 heads, they are both exactly the same heads just so you know. So don't get bent out of shape if you see 799's on your engine.

Also you'll need to use a standalone computer if you run a GEN 4 engine with drive by cable. No OEM computer can do that combo as it sits.

 

terminator x max on order