My original plan was to use mount plates that moved the 3rd gen clamshells to the proper location, but the plate and the stock 4th gen AC compressor tried to occupy the same space at the same time. So, I went to the Spohn crossmember swap mounts and 4th gen engine side with poly inserts. Turns out with the new plan to move the AC compressor I could have used the plates, but that's water under the bridge now.

The poly insert job was a little more difficult than the 3rd gen task, although getting the mounts off of the LS1 was certainly a lot easier than getting the 3rd gen mounts off of the crossmember! The LS1 uses structural rivets on the bottom side of the clamshell, which were not particularly easy to remove. I ended up grinding off the smaller side head and then still had to drill them out. Since the rivets are needed to hold the clamshell together (the top two bolts to the engine go through both halves, but the bottom bolts don't), the poly kit included 3/8" bolts to hold the halves together.

As you can see from the photos, the poly bushings fill the entire clamshell, while the factory rubber inserts only fill about half the space. The factory vulcanizes the inserts into the halves - the poly instructions said to clean up any residue. The left side was loose in the clamshell, and I hadn't read the instructions very carefully, so the first pic that shows the insert a little askew isn't the way it ended up. I took it back apart, cleaned up the residue stuck to the halves, and reassembled it properly.

The only thing left on the engine before installation is to replace the LS1 intake with the LS6 unit I picked up about 11 months ago. . .

 

And, installed. The heat shield bolts to the mount bolts, (which are really studs on the left side). I had to tweak it a little to clear the new bolts that hold the clamshell halves together.

These should be substantially better than the stock rubber inserts. I just wish they were black instead of red.

 

I recently did the same mounts and the ls1 clamshells are definetly harder than a third gen. They should make a substantial differece as the fourth gen mounts are very small and spongy!!

 

Sorry five7Kid is I am eating ur brains......

1. Going the transAdapt route, I am guessing I would need the Ployurethene Mount inserts for a 3rd gen and the stock clamshells...right?

2. From what I have read, the Skulte Transmission X-member is only available for a Manual and not the 4L60E......correct me if I am wrong.

3. Now I need a trans. X-member for a 4L60E that will bolt up to my 82...

Spohn
States that I need to buy their LSx Swap motor mounts with their LSX swap X-member

http://www.hawksthirdgenparts.com/ca...nsmission.aspx

BMR
I would have to by their Shotry Torque arm (Trak Pak) to use their swap X-member and they only have one for a 700R4 (which I have to confirm is similar to the 4L60E physcially)--- $$$$

http://www.hawksthirdgenparts.com/ca...lication1.aspx


I dont want to use the X-member that relocates the stock Torq Arm....I want to run true duals ......so want all the space I can get.....

4. Can a forget all the above and just use the Stock LS1 X-memeber ?

5. What Tran. mount and X-memeber mount did u go with using setup ?
82-92 or 93-2002?

Thanks in advance

 

#'s 1 & 2: Correct.

#3: I haven't looked into auto information, I'm not a good source. Perhaps someone else can answer. Except TH700R-4 and 4L60E are identical external dimensionally.

#4: I don't think so. That's one area where 3rd & 4th gens differ.

#5: Skulte T56 3rd gen swap crossmember. The mount I haven't gotten to yet.

Spoiler alert:

I'm eliminating the torque arm with a ladder bar conversion that I haven't seen on a 3rd gen yet. It was designed for 4th gens, the manufacturer didn't even know if it would fit 3rd gens. So far the only hitch I've seen is interference between the passenger side early disk brake caliper park brake weight and the upper link (I'm cutting off the weight and hoping the return spring will be enough). It would be fine for PBR disks (caliper mounts on the rear) or drum rears.

 

five7

You could swap out the rear brakes for the LT1 brakes on a 4th gen, they are the exact same calipers and backing plates that are used on the 89+ cars and should work fine, they changed the brakes on the 98+ cars to have the e-brake drum style instead of using the calipers.

 

Looks like I'll be upgrading to PBR's. I was hoping to run stock Berlinetta rims for that "sleeper" effect, but I'll probably have to run the 16" rims now.

 

Now for the other side.

Front crossmember with LS1 conversion mounts installed.




Driver's side, no modifications required.




Passenger side. Had to drill the upper rear bolt hole in the crossmember. Since I relocated the AC compressor, I don't need to notch the crossmember and can use the corner brace like is on the other side (still need to get that).




Next up: Poly A-arm bushings & V6 front springs; anti-roll valve, rerouting and mounting brake lines; quick ratio steering box installation.

After that, install the LS6 intake, then stab the engine/transmission and get really serious with this project.

Whole bunch of work left, but at least there's a little more progress.

 

There is one piece not yet mentioned with this regard. The '82 trannies were shorter than the later ones, so the crossmember mounts further forward. The rear bolts for the '82 crossmember are the front bolts for 4-speed auto and 5-speed trannies of the later years. So, you'll have to drill the back two bolts for the 4L60E crossmember and get some nuts up in the frame member to bolt it in.

I had to do that with Berlinetta #1. I should have used a plate, because the nut/washer aren't doing the job that well.

 

Your making good progress.....better than me. I just got the stock K-member off.

kinda bumbed about the Tranny X-memeber issue with the 82.

Spohn should have engineered some kinda of solution for the 82 yr or stated it on their website

Anyways .....I am intrested in the

Poly A-arm bushings - how did u get the old ones out ? I heard u have to burn the old rubber with a torch
V6 front springs - is this 3rd gen V6 or 4th gen V6 , know anything about using LS1 front springs on the 82 ?
quick ratio steering box installation - is this the one that came in the 1Le option ? where did u get it and how did u identify it ?

 

five7kid, I have the 2 crossmembers braces you need. I can give them to you, if youre willing to pay shipping.

 

One year out of 11 have a couple of bolt holes missing - not something you design a whole aftermarket line to address. Just drill the holes and get something inside the frame member to bolt the crossmember to.

A-arm bushings - I use a ball joint press tool (basically a big "C" clamp) to both remove the old ones and install the new ones. About $45 for the tool from Harbor Freight (don't get the cheaper one - it breaks. Ask me how I know.).

3rd and 4th gen front suspensions are completely different. My V6 springs are from Berlinetta #1 - previous owner had installed all new springs (for some reason) just before the block froze and cracked. When I put the V8 in, I threw the V6 springs in the garage attic. Don't ask me why I did, but I'm glad now I did.

The quick ratio gear is a bit of a problem. Some people think the "Z" casting is quick ratio - which is true, all quick ratio use the "Z" casting, from what I can tell - but not all "Z" casting gear boxes are quick ratio. The only external indicator is the part number, but the part number is an ink stamp on the end cap, which isn't very durable. The only way to know for sure is to count the turns lock-to-lock.

 

Cool goo info

By Z-casting u mean the color of the casting metal on te box housing ?

or is it a cast stamp ?

 

The letter "Z" is cast into the housing.

 

Sounds like a plan. I'll get in touch with you.

 

Can u post a link or a picture of what this thing looks like...I went to harbor frieght yesterday and they didnt have a clue what I was talking about.

Thanks man

 

The one I have: http://www.harborfreight.com/cpi/cta...emnumber=38335

 

Chalk that up to one of the "don't have to but might as well"'s. Even with the tool, those bushings are not a lot of fun. The small/long one was the worst, fought me on both sides. But, it's done now. Since I needed to pull the stock chassis mounts out and wanted to put the V6 springs back in, this was a natural "might as well".