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Old 10-23-2014, 08:59 PM   #201
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I had clearance issue's so no way the bolts were going in for the UIM... I've seen a bunch of people run into this same issue while others are perfectly fine, not 100% sure why some fit and others don't
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Old 10-23-2014, 10:01 PM   #202
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Almost everyone I've seen do the 3500 UIM swap had clearance issues like that. Some didn't have to grind much off though and others had to grind off a lot.

I wonder if people have that problem if they are using the 3500 LIM and heads though? Maybe there's a difference in the position of the injector ports and/or fuel rail bolt down position between the 3400 LIM and the 3500 LIM?
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Old 10-23-2014, 10:13 PM   #203
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Quote:
Originally Posted by AaronGTR View Post
Almost everyone I've seen do the 3500 UIM swap had clearance issues like that. Some didn't have to grind much off though and others had to grind off a lot.

I wonder if people have that problem if they are using the 3500 LIM and heads though? Maybe there's a difference in the position of the injector ports and/or fuel rail bolt down position between the 3400 LIM and the 3500 LIM?
He is using a LX9 LIM, 04 casting number on it.

I never had an issue with FPR-UIM clearance. Don't snug down the two bolts holding the rail to the LIM. The UIM holds it down pretty well with the LX9 UIM.
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Old 10-24-2014, 12:02 AM   #204
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Ahhh
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Old 10-24-2014, 12:35 AM   #205
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Me neither ^
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Old 10-24-2014, 06:54 AM   #206
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Leaving the bolts loose wouldn't of helped in my case, I pulled/held the rail as close to the front as possible and then snugged it down and was still probably a 1/4" away from UIM bolts going in

*EDIT*
need to get my headers hooked up so did some shopping after work today... all 2.5" and some o2 bungs since my headers for some reason never got drilled for the main o2 sensor but kind of glad as it was designed to only read from the front 3 cylinders so going to move it down to the merge


headers will be getting sandblasted and POR-20 high heat coating(1400 F)

Last edited by _HeC_; 10-24-2014 at 02:42 PM.
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Old 10-24-2014, 02:42 PM   #207
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Quote:
Originally Posted by AaronGTR View Post
Almost everyone I've seen do the 3500 UIM swap had clearance issues like that. Some didn't have to grind much off though and others had to grind off a lot.

I wonder if people have that problem if they are using the 3500 LIM and heads though? Maybe there's a difference in the position of the injector ports and/or fuel rail bolt down position between the 3400 LIM and the 3500 LIM?

It may have gone to a returnless fuel system with no FPR at the rail. That would certainly slim it down. GM tends to change injectors when they redesign the engines as well so you may have a slightly different injector design on the 3500 also.
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Old 10-24-2014, 04:57 PM   #208
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Quote:
Originally Posted by AaronGTR View Post
Almost everyone I've seen do the 3500 UIM swap had clearance issues like that. Some didn't have to grind much off though and others had to grind off a lot.

I wonder if people have that problem if they are using the 3500 LIM and heads though? Maybe there's a difference in the position of the injector ports and/or fuel rail bolt down position between the 3400 LIM and the 3500 LIM?
I used a stock 3400 fuel rail with 60lb injectors on a 3500 sway. 3400 bottom with 3500, heads, LIM, and UIM and I never ran into any clearance issues. The only thing is that the FPR sits really snug against the UIM and I'm usin a old school Casper AFPR.
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Old 10-24-2014, 07:23 PM   #209
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Quote:
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It may have gone to a returnless fuel system with no FPR at the rail. That would certainly slim it down. GM tends to change injectors when they redesign the engines as well so you may have a slightly different injector design on the 3500 also.

Nope, the first gen 3500 that was based on the 3400 had a fuel return system same as the 3400. There was a later 3500 that was based off the 3900 and I'm not sure what that used for a fuel system, but none of the parts from that engine are interchangeable.


Quote:
I used a stock 3400 fuel rail with 60lb injectors on a 3500 sway. 3400 bottom with 3500, heads, LIM, and UIM and I never ran into any clearance issues. The only thing is that the FPR sits really snug against the UIM and I'm usin a old school Casper AFPR.
You'd be one of the few I've ever heard of that didn't have issues. Almost everyone else did, especially when they first started doing the swaps. Maybe the caspers FPR has something to do with it? Might have a smaller diameter... I don't think it has the same flange running around the outside that the stock one does... don't remember off hand.
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Last edited by AaronGTR; 11-03-2014 at 08:47 PM.
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Old 10-25-2014, 09:58 PM   #210
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Originally Posted by AaronGTR View Post
Nope, the first gen 3500 that was based on the 3400 had a fuel return system same as the 3400. There was a later 3500 that was based off the 3900 and I'm not sure what that used for a fuel system, but not of the parts from that engine are interchangeable.
Oh alright, just throwing it out there because GM converted most vehicles to a returnless system in 2006 so I figured the 3500 may have been one of them. That's a good thing though, if you go boosted return systems are much easier to get the fuel flow needed. My colorado is a pain in the ass because the fuel pump starts dropping off under WOT with the larger injectors I'm running for the blower.
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Old 10-26-2014, 11:05 AM   #211
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my LX9 is from a 2006 and no return line on it, I didn't think any of them had a return line
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Old 10-26-2014, 02:12 PM   #212
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They are all return less.
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Old 10-26-2014, 08:52 PM   #213
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huh, I coulda swore the first gen 3500 still had a return system.
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Old 11-03-2014, 10:05 AM   #214
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Quote:
Originally Posted by AaronGTR View Post
Nope, the first gen 3500 that was based on the 3400 had a fuel return system same as the 3400. There was a later 3500 that was based off the 3900 and I'm not sure what that used for a fuel system, but not of the parts from that engine are interchangeable.
Later 3500 you speak of is an LZ4 and is a VVT motor. 3900 is the LZ9 and is very different internally than the LZ4. Newer model GM's with electronic TB are running a CAN system and returnless injection.

_HEC_ it's looking great!
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Old 11-03-2014, 08:46 PM   #215
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Later 3500 you speak of is an LZ4 and is a VVT motor. 3900 is the LZ9 and is very different internally than the LZ4. Newer model GM's with electronic TB are running a CAN system and returnless injection.

_HEC_ it's looking great!

eh, pretty sure it's not. The LX9 3500 was based on the LA1 3400, but the 3500 LZ4 (and the E85 LZE) were both still pushrod engines and they both shared the same 99mm bore with 3900 LZ9 motor, just with a different stroke. All three engines also shared the same cam phasor system for altering the intake/exhaust valve timing simultaneously with a cam in block setup, which would pretty much require the same block and timing cover. I'm pretty sure I read that somewhere on 60degreeV6.com (that they were related), and looking at GMmediaonline it appears that way. Unless you've got something that says otherwise?
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Old 11-09-2014, 01:24 PM   #216
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this thread needs some updates but for now I'll just leave this here


starter wont crank with the key right now, ran a wire to the starter solenoid and had someone turn the key as I put the wire to the battery to get it's first breath of fresh air!
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Old 11-10-2014, 09:59 PM   #217
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my sandblaster wasn't cooperating with me so ended up sanding majority of my headers by hand

POR-20

clearance issue's with my headers and T-stat housing

needed to notch my battery tray to get it to fit with the CAI, also running W-body plug wires for anyone curious on how I routed them under the UIM

LX5 TB worked great for my vac lines

making my TB bracket and just wondering how much slack if any should there be on the cable? and to anyone running the LX5 tb did you drill the hole out on the TB to accept the TB cable or grind it down slightly to fit in?

and the start to my downpipe, going to move the flex closer to the flange... easiest DP ever with those S&S headers
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Old 11-10-2014, 10:12 PM   #218
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Which headers?
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Old 11-10-2014, 10:21 PM   #219
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S&s
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Old 11-11-2014, 07:46 AM   #220
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Looks good.

That gray vacuum tube on the TB, the 90 looks a little stressed/bent backward. Might want to be careful with that. It will end up splitting over time as the rubber gets heat cycled.
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