Hello. So my story is this, father passed away 10 yrs ago, his truck he loved was passed to my brother, than he passed it back to me. Well MN road salt has done its toll on the frame and currently in process of pulling the engine and scrapping the rest as much as id like to save the whole truck its just too far gone. My thought is swapping that engine into my car iv had since high school that runs drives but would like to see part of his truck live on.
My idea is to do atleast a freshen up on the engine at the very least, mild build. Currently throwing around the idea to convert to a 383 stroker. Also think id like to swap trans to manual.
Here is the basics of what i know i have.
Doner: 1998 Chevy K1500 with 5.7 vortec. 4l60 trans.
Receiving car: 1989 Camaro with L03 5.0 TBI 700r4 trans.
I am mechanically inclined but far from a pro. I can put things together but selecting components ect not my specialty. Im pretty sure this was a pretty common swap years ago. I have looked a bit on here but if anyone could offer some insight that would be great. I dont want to go big budget build but dont want to go super cheap.

 

Yes, it was a pretty common upgrade. Bad news is the Vortec fuel injection system wasn't very performance-friendly. Good news is most anything you would want to do to it is available from the aftermarket.

The Vortec 5.7 is basically a small block Chevy with weird heads. But, they a pretty decent heads, the best the factory ever did for production small block engines by most any viewpoint. But, the heads work best if a Vortec-specific intake manifold is used - pretty good advice to avoid any adapters.

Probably the most common swap method is to convert the car/engine to carb. If you do decide to go manual, you should probably stay away from 3rd gen factory manual transmissions. The 4L60E will work, but you will have to get a TCM for it if you go carb. And the 4L60E isn't all that strong itself. You really need to decide what you're going to do there. Frankly, though, if you stick with the stock 10-bolt rear end, it will probably let go before the 4L60E. Oh, the TH700R-4 can also be used, but is also not a strong performer.

Engine mounts, headers, front drive accessories, all can be swapped over to the Vortec engine.

That's a start. Feel free to ask more questions.

 

Waaa-WAAAAAA. (Debbie Downer sound)

But....you're right. The third gen drivetrain ain't great.

 

Thanks, as far as the manual swap, ya, iv known that the factory t5 would "work" but since they never put them behind the factory 5.7 TPI because they didnt hold up, I can only imagine how the vortec would be too much for it over time. Iv been thinking the beefed up 5 speed is the way to go. The tk5? And for around 2k for a brand new unit, almost a no brainer. Im sure it will be a can of worms kinda project. Do this, than need better brakes, than better suspension, than better rear end... ect ect. I only wish my car was a more pristine example, granted it isn't a basket case, but it was wrecked before I bought it (dumb high school kid, i didnt know better) so it's got things here and there that bother me. Plus was painted badly so needs a paint job. But that's why they are projects, they are never done.

 

Edelbrock makes a Vortec TBI intake manifold. Pricey, but if you are looking to retain your fuel injection (I would), that's the way to go.

What's the condition of the 350? If it's a solid motor, I would just freshen up the gaskets and seals and put it in. Maybe a cam & spring swap, but a very mild one. Like a stock L98 or LT1 cam that will be very computer friendly.

The stock exhaust manifolds from the Camaro won't work on the Vortec heads (Vortec heads don't have the 2nd bolt hole that is needed for the passenger side manifold). You'll need to run headers to make it work. The 305TBI manifolds and entire exhaust system is pretty terrible for making any power anyway, so exhaust would be a good upgrade.

A manual swap is a moderate undertaking. Not too bad, just dealing with the pedals and shifter with full interior isn't much fun. It's pricey to do it right though. If you had a donor car with a good T5 (really hard to come by these days, most are shot), you could do that swap on a budget. A T56 is the most popular swap and it a good, strong transmission. But, the issue is that for a used one, the '93-'97 is the most direct swap and those cars are 30 years old (same issue finding a good one). So, if you do find a donor, it likely will need a rebuild. By the time you are done with all that, you're going to be $5-$6K into it. For that money, you can buy a brand new Tremec T56 kit from Hawks.

If the existing 700R4 works, I'd probably just run that, at least for now.

Also consider the rear end. The stock 2.73 open diff leaves a lot to be desired. A rebuild with 3:42 gears (if staying auto) or 3.73 (T56) and a good posi will make a huge difference.

You can make that car a whole lot of fun stay very mild with the selection of parts.

 

I’ve found when swapping from a fizzled L69 305 to a carb’d L31 Vortec in my ‘87 Monte Carlo SS that the original Monte A/C compressor support bracket does not bolt up to the (2) now-vertical front drivers side intake manifold bolts.

The original 305 heads had the angled intake bolts, the slightly newer Vortec 8 bolt intake uses vertical bolts.

There must be a factory bracket out there somewhere to mount a drivers side A/C compressor to a ‘98 era Vortec head.

 

If the block is being fully disassembled, I see no reason to put the vortec heads back on. Stepping up to any current production aftermarket aluminum heads will yield better performance and solve your bolt pattern problems.

If the longblock is a solid runner with good vitals and you wanted to leave the heads on, vortec pattern stealth rams exist and will save you from running a garburetor. Beehive springs and different retainers would allow for a reasonable cam swap, paired with full exhaust that would still be a healthy 350 build for less cost.

Typical manual swaps are the TKX and T56. The cheapest way to do a T56 swap with a SBC is to buy a poorly running LT1 4th gen and loot it.

 

The complete L 31 Vortec long block is being used. I just need a driver side air-conditioning compressor mounting bracket to bolt down to the newer Vortecs style head instead of the old 416 type heads.

 

Can't you just heat the OEM bracket and bend or "adjust it" to fit the Vortec head's intake bolt/flange?

 

Definitely open to that. I’ll check into it. Hopefully the bracket’s long enough to modify.
Presently all that sitting outside @ 15*F🙄

 

I kinda don't think so; the bolt holes are quite far apart in the 2 designs, and the bracket isn't very big.

OTOH it shouldn't be too hard to take the OE bracket, cut off the part that goes to the intake bolt, make a new section that will reach the Vortec one, and weld it on.

 

This is what GM Performance used to mount the later aluminum bracket F-car serpentine setup basically to any SBC with accessory bolt holes in the heads. Neither the alternator brace or compressor brace bolt to the intake manifold with that setup. GM part numbers are included in the instructions as well. On the L30 305 I ran in my Corvette I threw the stock brace that bolted to the intake away and switched to the exhaust mounted brace.

https://sdparts.com/pdf/359722