6.0L LSx to TH350?

Air_Adam · 03-15-2012, 10:26:14 PM

I'm just curious, as I've picked up a 2010 L96 engine (6.0L iron block, rec port #823 heads, vvt) for only $75 (!!!)

It was too good a deal to pass up, obviously, and i'm strongly considering replacing the 454 in my Camaro with the 6.0L, though likely with a carb instead of EFI (and change back to a traditional valvetrain, LS3 based, not VVT). Whats involved in getting my current TH350 to work with this engine? I'm pretty sure it was a 6spd auto that was bolted onto it originally, though I'm not sure which one.

Is it a simple thing to do, putting a TH350 behind a carbureted LS engine?

lsx71 · 03-15-2012, 11:08:00 PM

Man that is a killer deal! I gotta say I would have jumped on that in a quick minute. I think the 6.0 will bolt right up but I'm not positive maybe thats just the lq4, I'm sure someone with more knowledge than me will chime in. Maybe check out ls1tech lots of info over there.

Air_Adam · 03-15-2012, 11:36:16 PM

I'm 99% sure the bellhousing bolt pattern is the same, I'm more concerned with the flexplate and torque converter...?

My73LT · 03-16-2012, 05:19:54 AM

Probably won't work. You'll have to sell it. I'll give you double what you paid for it !

I beleive it fits, with one or two bolts missing.

JONESYFXR · 03-16-2012, 10:25:48 AM

I read this somewhere before, maybe even saw it on HP TV. But it SHOULD bolt up, the difference is that the Ls motor and trans bolts around the entire back of the motor and oil pan. The traditional 454/350 only bolted around the top.

I'm pretty sure it's been done before, now we just gotta find where and how.

GOOD DEAL!!! GOOD LUCK!!!

02sunsetz28 · 03-16-2012, 04:04:49 PM

Ive never done it, but there's some pretty good info in this thread...

http://www.ls1tech.com/forums/conver...350-5-3-a.html

camcojb · 03-16-2012, 06:40:49 PM

5 out of 6 bellhousing bolts line up which is fine. You need a specific flexplate and spacer with longer bolts, and at that point it's an easy swap. Those are available from Chevy or many other sources. Here are the GM numbers.

12551367 LS1 Flexplate for TH400, TH350, 700R4, 4L80E transmission or six-lug converter. This flexplate is flat, and requires a special spacer(PN 12563532) and bolts (PN 12563533) not included. The spacer is installed between the flexplate and crankshaft flange.

studsZ28 · 03-16-2012, 07:09:42 PM

The bellhousing will bolt right up, with the exception of the middle bolt on the right side of the trans. Then youll need a different flex plate like mentioned before. Also Im pretty confident that youll need adapter/spacer that goes inside the crankshaft and is used to align the torque converter and keep it true. Then youll need the intake, carb and brackets to make everything else work. Also MSD and even edelbrock (its a re-badged MSD) LS ignition box. Also some more minor parts like motor mount adapter plates to get it to fit. But its a piece of cake.
But thats one hell of a deal ya got!! GOOD LUCK TO YA!

1970camaroRS · 03-16-2012, 07:26:18 PM

Wow killer deal! I hooked my lq4 up to a 700r4. Same deal. One mounting hole is missing.

Air_Adam · 03-17-2012, 02:13:52 AM

Sounds pretty straight forward... I'm pretty excited. I got the motor home today and got to take a bit of a peek at it before it got too dark. Nice set of 823 rectangle port heads (My god, they are HUGE!!), iron 6.0L block still with 99% of its factory paint intact, minimal flash rust of the exposed machined parts of the block that didn't get painted, even came with the starter, alternator, water pump, A/C compressor and P/S pump, flexplate, and a couple inches of harness pigtail on most of the engine's sensors (coolant temp, etc), exhaust manifolds with about 6" of exhaust pipe after it as well, giant rec port truck intake with what looks like an 85mm(??) 4-bolt throttle body. Its a huge throttle body - alot bigger than what I've seen on the cathedral port headed engines (ie 5.3, 5.7, older 6.0)

Having done a little research, it is a VVT engine, but its fairly easy to take it out. Just swap out the current timing cover, timing set, and cam for non-VVT stuff and good to go. Shouldn't be overly costly, and I was planning on a cam upgrade anyway, so thats almost moot.

Gonna try to get it on the engine stand and take the pan off to see how it looks inside, but things looked ok when I had the rocker cover off, so hopefully the bottom end looks as good.