I have been looking over the board here and over at LS1Tech for the last few weeks (at nite when off work) and thought I should make a thread about my plans, soon to be actions. And I wanted to try to compile as much of my build, with links/info, that I can into 1 area for others to benefit.

I recently purchased a fairly good condition 2002 Z06 with low miles, it had some basic bolt ons and put down a respectable, but IMO, conservative 409whp. I obviously want more and any respectable speed addict does.

I need to replaced the clutch and slave, so I have been doing a good bit of reading on doing so. I have a low mileage LS2 (2005 model) sitting in my garage and am planing on installing it into my Z06 when I do the clutch. In doing that, I have plans on replacing a few other items but had questions that I can not seem to find suffecient anwsers to.

1) Knock sensors: LS2 used 2 small black knock sensors on either bank on the exterior side, LS1 uses 2 larger brass sensors in the valley. AWhat do I do to correct that? Drill and tap (or reuse bolt holes where possible) on the block close to the factory LS2 location?
BAlso what do I need to change in the PCM due to the change in position of the sensor?

2) Crank pulley: Can I use the UD crank pulley on the LS2 with the LS1 accessories? (wont run into problems with the belts lining up)

3)Throttle body: I am putting the LS2 90mm on with a FAST 92 intake, I have the harness to make it work, but I can not find what I need to do to the PCM to make it work properly. What do I need to change?

4)I am not completely familiar with the clutch lines on the Corvette, Is there a Stainless Steel replacement line? I havent seen one on some of the Sponsers sites. I do plan on a remote bleeder.

5)Torque Tube: In some of the pictures I have seen, the drive shaft has 2 rubber connectors/dampeners on it. Is there replacement solid connectors available? and should I replacement with the solid ones if so?

I greatly appreciate ya'lls insight, and if you see any kind of pointer or such that I am missing please feel free to chim in! Or if you know of any parts that I may need that you dont see that I have mentioned, please let me know too!

The current list of things that are holding me up from jumping into the engine swap is as follow;
Clutch disk for Monster 3.5
Parts and Info needed to install Tick Master (have a GTO tick master)
Slave cylinder
clutch lines & remote bleeder
LS2 power steering pulley
misc gaskets
Solid engine mounts
Serpentine & A/C Gator back belts & idle pulleys
Some sort of hidden gauge pod for Fuel PSI and A/F gauges (dont want to ricer the Vette up)

 

WHY? Just beef up the LS6.

 

Oh, I am sorry. I forgot to say that the LS2 has TrickFlow 220s, Yella Terrla rockers, 240/244 .609/.596 cam, and head studs. I also have the Fast 92 and the 90mm throttle body with it too.

Since I plan to pull the engine to do the clutch & slave, and I already have to pull a header to fix a cracked primary, I figured I would go ahead and drop in the newer engine. There is a performance increase in doing so too. Plus it is what I want to do

 

You shouldn't need separate clutch lines, as a new master, or slave come with all the lines needed. You can't mix and match certain parts of the hydraulics, as the connectors can be different. I've got an extra remote bleeder line, the good kind, that I'll let go cheap. I paid $100 for it, but things change, so it'll be reasonable. As far as making the LS2 TB work, the harness is all you'll need; the rest is tuning. I should still have my install instructions from my Tick master. If I ship anything to you, I'll throw in copies. Good luck with your build.

 

So the Corvettes already have hard lines from the master to the slave? How hard was the Tick install? (I have a GTO tick kit that Im trying to see if I can use with the Vette)

 

It is NOT possible to use your GTO tick master on your C5. Totallly different pieces. There is a flexible line running from the master to the slave. They are connected together half way down along the firewall.

 

The GTO has a flexable hose also, The masters look the same, but I do see that the GTO flexable line has an addition bend right at the master, and it came with an additional adapter. I have sent TICK an email asking what would be needed IF it could be done. Still awaiting a response

 

This is the stock image taken off Tick's website of the C5 Tick master




And this is the stock image of the GTO master off their site



It "appears" that the Vette line has the quick disconnect, where as the GTO has a female threaded end on the end of the line. IF there was a connector that had the male end and the opposite end of the quick connect it looks like that would work, doubtfull. And the shank end that connects to the pedal looks off, possible that the GTO's "could" work, but will wait to hear from Tick or after atempting my own install.

The masters themselves look the same, it looks like just the lines, and the pedal connection arm, are the difference. Edit* The GTO has an additional adaptor on it to make it work on the firewall, take that out of the picture and it looks alot more similar.

 

The masters themselves look the same, it looks like just the lines are the difference.[/QUOTE]

They don't look the same to me!

 

They don't look the same to me![/QUOTE]

Exchanged a few PM's with Tick and the only thing that is the same is the Master itself. They said they drilled and tapped the master for, what I assume to mean, the mounting bolts. They did say all the other parts are different, but do not sell individual parts. Guess I get to forge ahead on my own when I pull the engine and get it to work.