So idk if anyone has done this yet. I’m sure it has. So I was wondering if anyone can tell me bare minimum parts I need to install and get this running? I plan on upgrading front and rear end as well as putting a roll cage in. Anyways I would like to get it on the road with the least amount of money possible until I can do the rest over time. I think it needs new oil pan and motor and tranny mount and brackets plus fuel pump as it’s an 82 as well as drive shaft. The new engine and tranny have all the dressings and wire harness on it so would I need new wire harness for inside car? The trans am is all tidy stripped just need to drop it in. Any help would be appreciated. I don’t work as I’m disabled vet so I gotta find a way to combat boardroom! Thanks guys and gals!

 

There is at least one other guy on here who has done a Gen V swap; I remember he said that it uses the same swap mounts as Gen 3/4 engines but the actual block mounting surfaces are slightly wider, and make the engine sit higher in the car.

With that said, I don't think this would be too much more difficult than a Gen 3/4 swap.
I'm not so sure about header choices (if you're planning to run them.)

 

You'll also need to change the tailhousing on the transmission. It won't line up to stock location nor will you be able to mount your torque arm to it (unless you run a relocation cross member). Do a quick search, as mentioned above it has been done and there are a few minor differences than a traditional LS swap. Keep the engine harness but be prepared to integrate it into your car.

 

That’s great info. I don’t realize I needed to change the tailhousing and all that. I was wondering why I couldn’t find a swap kit with motor mounts and tranny crossmember! I figured they just haven’t made one for sale yet. Also didn’t realize I needed to get a custom shifter either for the tr6060. Hawks has on but it says it only goes up to year 2015 for the tr6060. I’m emailing them now to see if it will work with my new model. This is hawks shifter (Tremec TR6060 MGW Short Throw Retro Shifter For LSX Swap Applications). I’ll definitely look into the tailhouse in the forums thanks for pointing the direction.

 

Any update on your progress? I had done a similar swap and I was interested in how yours turned out.

 

At the least you need a walbro 440 pump, 8AN fuel line for a feed and you can run a 6AN return line, I personally used an aeromotive fuel pressure regulator set at 75 psi, I had a stock harness and all the original computers but I swapped to PSI wiring harness and ECU/TCU combo. You can use some ICT billet engine adapter plates to use the original SBC clamshells and engine mounts, Which give you enough clearance with the swap pan as there isn't an LT style K member, As they stated earlier there is no way to mount the torque arm on Gen V swaps I made a custom transmount with a bracket to mount the UMI one I have, You may not be able to run that AC compressor. (You shoud do the DOD Delete w/ VVT lockout and the trunion upgrade on the rockers to get away from the needle bearings and then you block of the DOD in the valley with some caps you can get with the kit. Just my opinion) Also might need to get a custom driveshaft to support the upgrade and also to be able to adapt to the current rear end.

LMK If you have questions.

 

Oh forgot also, headers will be a bit complicated

 

That's not a well planned fuel system for a LT engine swap

They don't require an oversized pump or anything outrageous. A common 255 or 340LPH is more than enough for any NA build. Remember, the in-tank pump just sets minimum pressure and moves the fuel to the engine mounted high pressure mechanical pump. 75psi will not benefit the engine at all, roll back to a standard 60psi
-8/-6 is also overkill. -6 returnless and -6/-6 are more than enough for +1000hp

VVT is a benefit for LT engines. Many camshafts delete it, but it is performance oriented, not emissions
DoD can and should be deleted though for all LS/LT swaps

TA mount is pretty simple. Most suspension companies now offer crossmembers with TA mounts built in for about any trans type
The divorced shifter isn't ideal, but can be modified without much effort. Many companies offer offset shifters that bolt directly on
To convert to a tailhousing mounted shifter, you need a T56 magnum main shaft and tail housing. That requires a full teardown and rebuild. Not a terrible job if you're comfortable with manual transmissions. Those parts are expensive though. The T56 magnum tail will use a traditional slip yoke DS. The TR6060 fixed flange needs to be converted to u-joint with a sonnax adapter, then a custom telescopic DS made. Those get pricey

Oil pans and headers are catching up. Holley's low profile swap pan is the best fit for 3rd gens and most classic cars needing a rear sump. Speed engineering has released a set of LT longtubes for 3rd gens which are very affordable. If those headers don't fit your needs, get a set of LS header and cut/weld the flanges from LS to LT. The primary tubes will be a near perfect match

The challenges with most swaps will center around cost and electronics. When using GM computers, proper tuning and matching up components will be key. Aftermarket is great, but pricey EX: holley with the DFI add-on module

 

My fuel system seems to work as it should and when you have plans for more power last thing you want is lack of fuel with my supercharger, the guys I work with that tune my car seem to see lots more ease when they can do any adjustments without me needing to buy more parts, most of what I wrote and even said “In my opinion” about is strictly my opinion, and surely he can do his own research to see what 2 or 3 of us that have actually done the swap and get an idea how to proceed, I didn’t talk about his transmission much cause I have an 8L90 not a Tr6060 so it’s an issue he can figure as I will also state.

i didn’t want to spend 30k on top of the engine just to buy a bunch of high priced name brand bs, the headers of an LT Camaro clear 3rd gens almost perfectly with slight adjustment meaning you can have a more cost effective build which is what he asked for. So I gave him some of the steps I took to not have to revisit anything should he want to do more and save some money.

And Oil pans have been widely available for quite a while main issue that was needed to catch up were headers but who wants to spend another 1k-1500 when there is a way to not spend as much and have the vehicle running. Which with all the information you wrote on top of anything in this post original poster can surely do his due diligence and put 1+2 together to make the decision on how he would like to build his car. Not everyone wants to have to touch the fuel system when they add on a supercharger or other modifications. So that’s the only reason to have what I have for my goals and the injectors and high pressure pump I am adding.

And yeah aftermarket computers are costly but also I did what I chose for my build due to ease. if you brought the engine complete with harness.. Not much to have to match it’s already all plugged in, the issues here are which brackets you use as some don’t clear the hood and like I said AC compressor will hit k member so it means you just have to adjust sometimes which I’m sure he can handle if he is willing to take on a swap.

So ultimately it’s just about him getting started. Then coming back to troubleshoot should there be a need.

 

Also I would love to actually hear more about the benefits you see from VVT over a lockout. As I have been weighing that option on a build lately so maybe you have better insight.

 

I have done this swap a few years ago and things are not that complicated. 2017 LT1 with TR6060. I did all the work myself through trial and much error. Front Accessory Drive: Holley Complete High Mount System. Motor mounts: Dirty Dingo adjustable. Trans crossmember: Holley Hooker Blackheart LS with Torque arm bracket. Headers: 2014-2017 Silverado shorty headers. Passenger side needs modifying. Flange extended and one pipe needed massaging due to contact with AC box.. Drivers side does not need to be modified. I added cats just downstream of the header flange to control smell. It actually fits in the space. Shifter: Hawks swap shifter. Trans top needs modifying and spacers needed for shifter. Shifter ends up about 4 inches forward of stock. Driveshaft: Slip spline with Flange. Actually not that bad price wise and works great. No need to modify the TR6060 tail shaft or replace trans. Torque arm: QA1 adjustable torque arm. The attachment to crossmember had to be modified to provide clearance for the driveshaft flange. Bushing had to be made thinner. Fuel system: Stock PWM was easy. One fuel line to engine with the sensor by the tank. No regulator needed. Fuel pump: Aeromotive 340 attached to stock fuel pump hanger

Lots of trial and error but it works and works well. Had issue with vibration but realized the pinion angles were all wrong. Adjustable torque arm made fix easy.

 

Good reading in here. LS and LT VVT works the same, so the explanation fits both. I thumbed through some major part suppliers and VVT options are pretty limited, esp for GEN V

https://ls1tech.com/forums/generatio...-vvt-cams.html