I seem to remember reading somewhere that the truck engines require a spacer installed somewhere to allow the transmission to successfully engage to the engine. Is there any truth to this statement?

'01+ LQ4 engines will mount to a T-56 Just fine.

As long as it's an LSx type T56.

It was a long night last night

Thanks for the answers! I've assembled this list of parts and notes for a basic swap, with rear end. The following is a direct copy from my .txt file for it. At the bottom is a (long***) list of questions pertaining to the swap. I've looked for the answers for them, but for many of them I've found conflicting responses, with the majority opinion placed in brackets after the question. Could someone give me some simple yes/no answers for them? Thanks a lot! Also, if I missed anything on the list, could someone please note it?

LQ4-T56 Swap Parts List
-----------------------
***ASSUME THE SWAP SUBJECT IS A '91-'92 V6 CAMARO WITH AUTO***
***ALL COMPONENTS DESIGNATED "LS1" ARE TO COME FROM AN F-BODY CAR***
-LQ4 engine, complete w/wiring harness and exhaust manifolds
-Custom Y-pipe
-LS1 oil pan
-LS1 intake
-LS1 throttle body and throttle cable
-LS1 accessories
-LS1 balancer
-Complete wiring harness from V8 thirdgen
-LS1 T56 transmission, complete with master and slave cylinders and pedals
-LS1 fuel tank with pump
-Hawks conversion motor mounts with manual transmission crossmember
-VATS delete box
-LS1 driveshaft
-LS1 rear end
-Cold air intake for LS1

Notes
-----
-Will need to drill and tap a hole for alternator mount
-There is a plug in the LS1 oil pan which will need to be removed that blocks the LQ4 dipstick location
-The K-member will need to be "notched" with a ball peen hammer to accomodate AC
-Have Hawks do the harness wiring?
-Fuel gauge sender from LS1 pump will need to be modified for 0-90 ohm use
-Truck balancer is different, so an F-body LS1 balancer will be used
-If stock third gen gauges are retained, a '98 F-body temp. sending unit will be needed
-A front spring upgrade will be needed

Questions
---------
***[RESOLVED] written before the question denotes an answered question. If so, the answer, in brackets, follows the question***
[RESOLVED]-Will the truck parts (notably the coils) interfere with any accessories? [No, they will not.]
-Will I need Hawks clamshell motor mount bushings? [I assume so.]
-Is upgrading to the Spohn adjustible torque arm from Hawks necessary/prudent?
-If Hawks does the wiring, do they get rid of VATS? Do they recalibrate tach signal? [I don't think so. Keep the VATS delete box, add in tach box.]
-I would eventually like to run E-85 (and serious compression) with this setup (the stuff is popping up all around my house.) I know the fourth gen tank is okay with this stuff, but what should I do about fuel lines/rails/injectors? [Are braided stainless lines needed for this, or is there a cheaper/simpler solution? I'd assume anodized fuel rails would be needed.]
-The fourth gen rear end is wider than the third gen. Will the stock tires still work? [I've read they will need spacers?]
-What is the big deal with this "drews" crossmember? [More exhaust clearance? Would this matter with single exhaust?]
-Will a manual transmission center console be needed? [Yes?]
-Will an LS1 radiator be needed? And what's the lowdown on coolant hoses? [LS1 radiator is needed if car wasn't originally V8. Hoses will be different for varying applications, so worry about them after the engine is in.]
-Will all my third gen gauges still work (i.e. oil pressure, temp., etc.)? And if not, can I use a fourth gen dash and have them all work? [Oil pressure doesn't work. The temp. gauge needs a sender from a '98 F-body?]
-If I use a fourth gen dash, would that make wiring easier if I do it myself? [Yes?]
-Will a new torque arm be needed, like the one at Hawks? [Yes?]
-Wiring up everything for the T56 into a previously auto car, what all is needed?
-In a third gen, the fuel lines run through the passenger side of the car, but in the LQ4, they run run to the drivers side, I believe. Assuming I use the fourth gen tank and pump, what problems could happen here (i.e. will the fuel rail need to be reworked)?
-Since the subject car is a V6, I would need to upgrade the front springs. Would it be worth it to switch to the "pro tour" coilovers from Hawks? [opinions?]

Again, thanks for any help.

Hi im in the same boat ur in, just got a lq4 for my 3rd gen. just barely started to figure stuff out, lookin at head combos for compression and the 243s are lookin good. Anyways just letting you know that ill be following my build on this thread
http://www.thirdgen.org/techboard/lt...=1#post3653506 (Planning on an LQ4 Swap --Suggestions?)
Let me know if you got ne questions, my engine is going in a vert and itll have a 4l60 behind it, alright well good luck with your build!

I can tell you this about the E85....worthless, you have to burn almost twice as much fuel and still not put out the same amount of HP you will with regular gasoline. 48# injectors will be needed, fuel milage will be the same with a drop in power to save 40 cents a gallon on fuel? You can still get almost 30mpg with a T56 and a good tune and keep the hp with the LSx based engines.

Thanks for the link, JonnyBravo55

I beg to differ on the vast majority of these points assuming the engine is properly set up to run on E85, but let's ignore them for now. What fuel system mods would be required?

255lph fuel pump, different injectors, tune on the PCM.

Thanks! So the stock fuel lines will be okay as well? And I'm curious as to why you say there'd be a loss of power. Sure, stock for stock E-85 is less efficient, but when I throw on some much higher compression heads, the added octane would compensate for that, I would think...

I talked to a guy who was running E85 in a mustang, 4.6 with a supercharger and he said he had many many hours and lots of money to get it to make the same amount of power as the car did with the supercharger running gasoline. He ended up burning almost twice as much e85 to get the same amount of power than gasoline. High compression only makes the requirement of higher octane to keep the spark knock down so the car can run as much timing as it would with lower compression and the same timing. Remember, these engine management systems for the f-bodies were the most complex system out there with the coil packs, 2 knock sensors and 4 o2 sensors and these cars made 325-345hp and still got close to 30mpg on the highway and driven sensably around town 24-25mpg.

Plus they're now saying that ethanol is putting more carbon out than gas does *shrug*

That's really odd. with E85, I know of at least one Mustang guy using who is putting down right around 900RWHP, a guy with a '95 Eagle Talon making 750AWHP, and a rotary making around 900RWHP with it. I seem to recall someone around here with a red Firebird using it and liking it a lot.

I've been running it in my carb 396. You need to up cylinder pressure (compression or boost pressure) to get the same power, typically. But, the octane equivalent will allow you to use more.

Like NA vs. power adder, you need to build it for the way you're going to run it, not build one way now and plan on adding/switching later.

I see. Looks like I'll be saving some more money for heads and/or flat tops, then. Thanks.

All right, everyone. I've hit a bit of a snag here. The only LS1 T56 I can seem to find in my area in my price range (also, ironically, the only LS1 T56 in Ohio according to www.car-parts.com) is incomplete. It is the transmission minus bellhousing, shifter, and everything else. Is it possible to use some kind of LT1/LS1 hybrid T56 on this swap, where the transmission, bellhousing, and shifter are LS1 (bought aftermarket), but everything else is LT1? And on that note, does anyone know where I can get a complete LS1 T56 transmission setup in Ohio? Junkyard suggestions?

You can convert a lt1 but it is expensive. I am thinking about doing it to mine. You need the front plate, input shaft, bellhousing, master& slave cyl, and clutch from an ls1 everything else is the same. Oh and by the way I beleve most of the bad you hear about e-85 is that most cars are designed to run both and that is why they don't see the benifits you could get with higher compresion. But in my opinion it won't be around for that long most car companies are pushing for hydrogen witch will make e-85 obsouleat. Just my opinion.

Hmm... I guess I will post at LS1tech and see if I can get any offers on setups, than. Skimming the tech article for swapping an LT1 T56 in, it sounds like it would be impossible to use an LS1 T56 with stock third gen pedals and associated accessories, so finding and using them is out, I guess. Any suggestions?

EDIT: On this note, where did anyone who used a T56 get their setups from? It's really me that all of them seem to be a million miles away. I'll probably just have to go hunt in some local yards some weekend...

Sounds like a LOT more grief than it's worth - find an LSx T56 from out of state, & pay the $100 shipping (or whatever). You'll be money (& ripped-out hair) ahead in the long run...