Im having SBC / LSx identity issues..

as much as I despise the LSx series (bc ‘everyones doing it’)...im going to consider an LS3 / with boost at some point.

i see where people use stock computer intact to control gages, dash, etc.

but what about a/c?


also. Can I throw a f body t56 6 spd behind it (and shifter still come out the same location)? Will it hold up ? 800-900 ft/lbs torque.

Im hoping for a further weight savings going t56 vs zf6.
So If I need a real heavy beefed up t56, then I might as well keep on using the zf6...

motor mounts for ls motor in a c4....
Does someone make them ?

does the engine sit back farther or is it in the spot?
what about engine height? Is it the same or taller?

the harnesses, ls3 computer, ls3 crate motor all avail thru summit racing I see.

Ls headers-in-a-c4 i believe someone makes them.

any more hints?

 

I'll be following this. I' just picked up a 2015 6.0 LS and have it sitting on my floor. Was looking to do the swap next winter, however, the more I look into the more I realize, I'm gonna wanna have it pretty bad. I think the motor mounts and headers will be the easy part. For me with a ZF I'll being looking at mucho dinero just to get it to sit in the engine bay, then whatever it takes to overcome the electronics incompatibility

 

I looked at doing a swap on my previous C4. Here are some brackets for LS and T-56
http://www.brphotrods.com/mm5/merchant.mvc?Screen=PROD&Store_Code=BRP& Product_Code=LSX31&Category_Code=CNV31
Pricey but easy

 

Are you swapping from an LT1 or an earlier C4?
The earlier ones are significantly easier.

 

I suggest you contact Current Performance, they make custom LSx harnesses that integrate into the factory wiring.

 

lt1

 

^^This is important for any LS swap discussion...

Mine is an 85 and the AC is controlled by the AC control unit, no interface with the LS PCM. I know the original ECM got an AC signal which was used to control the fan (on with AC clutch engaged and bump to Idle Air when AC clutch engaged). Temp and compressor clutch engagement etc. are all done through the AC control head and pressure switches. With the introduction of a MAP sensor, (early cars are MAF only) the LS PCM recognizes the additional load and bumps the idle. If desired though, you can certainly add an AC signal to the LS PCM for fan control and possibly smooth out the idle bump.

In an early car, gauges are run directly by the sensors as in the original configuration. The digital dash did not depend on the engine computer for signals. (Just calculation, avg/instant MPG)

How it sits in the car I think depends on the motor mounts you use. Height wise, about the same but it seems my mounts pushed the engine back a bit. The Holley AC bracket did push the AC compressor higher though and I had bit of hood clearance problem for it.

Additional hints... for a later car without a restrictive TPI, just build the LT1 (it doesn't need $1,000 worth of intake and associated BS to breath)

 

A t56 is going to require a new console piece. You can get the shift **** where it needs to be but the fulcrum is going to be pretty much smack dab in the center.

I think the trans, either a zf6/t56/tr6060 is going to be the least of your worries at 800+ rwtq .

Maybe look into weight reduction. Weight reduction is the reason why my 420 rwhp 6.0 swap kills all sorts of 500+ rwhp stuff on the street. My stock looking 84 weighs just under 3k with no driver and about 3250 or less with me in it.

 

Its a significantly harder swap.
Swapping from an L98 is a no-brainer. Everything can be made to work, and extra labor is minimal.
Swapping from an LT1 is mechanically similar, but electronically incompatible.