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Old 03-24-2013, 07:02 PM
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LS motor to T-350

I'm sure this has been beaten to death, but i've been reading about it for an hour and my head is spinning.
I'm going ahead with the ls swap finally but i want to use my current th350 for now. Don't tell me about how it's stupid blah blah blah, i'm spending the transmission money on an a/c system since summer is coming and i need it badly. So let's get that out of the way.
Now, what i need to know is how to make it work. What i can comprehend from what i've read is that i need a spacer and a flat flex plate... Is this correct? Will the flex plate bolt to the converter or will i need to drill new holes? I also know that only 5 of 6 bellhousing bolts will work, but i'm fine with that since a lot of guys run it like that. All info is greatly appreciated, thanks in advance.

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Old 03-24-2013, 07:06 PM
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PLEASE READ: I forgot to metion i've also seen that you can use the regular 5.3 dished plate and bolt a spacer after it... Is this acurate? I would rather go this route since it seems more economical.
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Old 03-25-2013, 09:39 AM
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This is what you need to install an older 700r4/4l60e that had a GEN 1, GEN 1E(Vortec 305/350) of GEN 2 (LT1/L99) SBC in front of it. If you click on the flexplate spacer link below, it has a ditty which explains using the differnt flexplates.

EDIT(FEB 2013) Here are the current p/n for

12563532 flexplate to crank spacer $41.06 LS1 Flexplate Spacer 12563532
19260102 flexplate $79.68 FLYWHEEL ASM (W/RING GEAR) 19260102
19257940 bolts $5.28(need 6 bolts) LS1 Flexplate Spacer Bolt 12563533 19257940

The 298mm TC is supposed to fit the 4l60e/700r4/350 and 400 transmissions.

Not being able to use all bolts is a non issue, they are there pretty much to hold the trans on block with most of the torsional force being absorbed via the dowel pins.

peace
Hog

Last edited by Hogg; 03-25-2013 at 09:45 AM.
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Old 03-25-2013, 10:42 AM
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Awesome, that's exactly what i'm looking for. So i have to go crank, spacer, flat flex plate, bolts. And then just bolt the trans up...
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Old 03-25-2013, 10:59 AM
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Hogg, according to this write up you can use the dished plate with the spacer after.... http://ls1tech.com/forums/conversion...uto-trans.html
Have you heard of this? Seems like it would work.
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Old 03-28-2013, 02:16 PM
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Quote:
Originally Posted by bigdog7373 View Post
Hogg, according to this write up you can use the dished plate with the spacer after.... TECH: Gen III/IV "LS motor" to Auto Trans - LS1TECH
Have you heard of this? Seems like it would work.
Regardless, you will need the longer bolts to go through the spacer AND the flexplate, no matter if you go crank-flexplate-spacer, or crank-spacer-flexplate.

So dished flexplate, then the spacer to support the th-350 converter snout.

peace
Hog
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Old 03-29-2013, 09:32 AM
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Check you crank flange too, there were a run of truck engines from 2000-2004 that had a 0.400" longer rear flange. This will stick out almost a half inch from the rear cover while the standard crank flange is almost flush. Assuming the standard "short" crank, as stated, the spacer is needed with either flat or dished flexplate. With a flat plate, the spacer "spaces" and references the converter snout. With a dished plate, it only references the crank snout. I've had a 200R4 behind the LS in my Maverick for 5 years now...

Russ
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Old 03-29-2013, 09:28 PM
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Quote:
Originally Posted by S10xGN View Post
Check you crank flange too, there were a run of truck engines from 2000-2004 that had a 0.400" longer rear flange. This will stick out almost a half inch from the rear cover while the standard crank flange is almost flush. Assuming the standard "short" crank, as stated, the spacer is needed with either flat or dished flexplate. With a flat plate, the spacer "spaces" and references the converter snout. With a dished plate, it only references the crank snout. I've had a 200R4 behind the LS in my Maverick for 5 years now...

Russ

Were the engines with different flanges 6 liter? Or across the board on the LS engines?
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Old 03-30-2013, 08:42 AM
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Were the engines with different flanges 6 liter? Or across the board on the LS engines?
IIRC, it was all truck engines from 2000 - 2004 that were equipped with 4L80 trannies. Not at all sure on this range though...

Russ
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Old 03-30-2013, 08:45 AM
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Not sure if you could get a 4.8 or 5.3 in a trcuk with an 80e, maybe a 3/4-1 ton van. 3/4 ton trucks only came with 4l80e's and 6.0s.


peace
Hog
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Old 09-17-2014, 02:24 AM
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Crankshaft Replacement Caution For
1998-2005 GM 4.3, 4.8, 5.3, 5.7 & 6.0L Engines

The AERA Technical Committee offers the following information on crankshaft replacement caution for 1998-2003 GM 4.3, 4.8, 5.3, 5.7 and 6.0L engines. Design changes in the flywheel flange thickness have been made to some crankshafts used in the above-mentioned engines. This bulletin is being re-published with additional information.

The later crankshafts are shorter on the flywheel flange as seen in the listing below. These changes are due to the many different vehicle / transmission combinations being built by GM.

A flywheel spacer ring GM Part #12563532 and a longer bolt set GM Part #12563533 is required when using a thin flange crankshaft to replace a thick flange crankshaft. Also, if the crankshaft is being used in a vehicle, which is a standard shift application, you also need pilot bushing GM Part #12557583 or 12479894.

Note: GM part numbers correct as of 12-18-04.

Years Liters Casting # Trans Flange Thickness

1998 early 4.3L 236, 255 V-6 1.62 thick flange
1998+up 4.3L 236, 255 V-6 1.500 thick flange
1999-2000 4.8L 312 V-8 M/T 1.250 thick flange
1999-2000 6.0L 215 V-8 1.250 thick flange
1999-2005 4.8L 482 V-8 A/T .857 thick flange
2001-2005 4.8L 482 V-8 M/T .857 thick flange
1999-2005 5.3L 216 V-8 A/T .857 thick flange
1997-2005 5.7L 216 V-8 .857 thick flange
2001-2005 6.0L 216 V-8 .857 thick flange

All GEN III crankshafts used in Camaro, Corvette and Firebird have a .857 thick flange and also have a freeze plug installed at the bottom of the pilot shaft hole. The 4.8, 5.3 + 6.0L don?t have the freeze plug. The drilled hole thru the centerline of the 5.7L LS1 & LS6 crankshafts allows a path to balance crankcase pressure within the lower crankcase. Doing so has eliminated possible oil consumption when the engine is operated over 4800 RPM.

Caution: Early crankshafts use a flat reluctor wheel and late have a recess. Recess will work on all years. Do not use a flat reluctor on late applications as it will cause an engine misfire.


peace
Hog
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