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Re: Lsx Swap Thread 408 to ZF6

Subject: Re: Lsx Swap Thread 408 to ZF6
by Danspeed1 on 2022/1/4 1:06:51

Quote:

bogus wrote:
I think you can use the LSx flywheel from a 1998-2002 FBody. I suspect ZF Doc has an answer for that one, too.

I thought GM used the same bellhousing bolt pattern since they standardized in like c1962? This was done so GM didn't have several different automatic transmissions (Caddy had theirs, Buick had the DynaFlow, etc.).

The plate that ZF Doc made was designed to add space to compensate for the distance between the block/flywheel in relationship to the input shaft of the ZF6. The LSx block is much more compact. Cast more like a motorcycle than an old school SBC. I will never forget seeing a diagram that compared the size of an LS2 vs the a BMW 4.0 litre V8... the LS1 was internally larger (6 vs 4 litre), yet took up 20% less space. And, well, is a shit load more reliable and durable.


You can use the T56 LS1 Bellhousing which will allow for use of the F-body Clutch and Flywheel (168 tooth). According to ZFDoc Site, in order to do this you need his machined spacer plate and the ZR1 input shaft. This ZR1 input shaft is what I am really trying to avoid. I don't want to have to take this transmission apart, and the input shaft is super expensive.

Option 2 is to use an aftermarket bellhousing from quicktime (RM-6039). This allows you to use a 168 tooth truck flywheel with a camaro/corvette clutch. This in my opinion is a better option because you are not messing with the ZF6, just how it mounts to the engine. The issue is getting the fork and throwout bearing to work correctly as it seems those who have already attempted this swap have had nothing but problems with it. They have eventually managed to get it to work but not without a little of assembly and disassembly.

The third option is the one I am trying to figure out right now:

There are a couple of issues with mating a SBC style transmission to a Gen III Lsx. The bolt pattern is close but isn't the same. The lsx engine has the top bolt hole swapped for one at the 2 o'clock position. I found out today that. You cannot drill an LSx block for that bolt hole because it goes through a water jacket. This leaves you with 5 bolts holding the transmission in. Personally... I am not concerned. So this to me is a non issue. The remaining issues are as follows: The LSx crankshaft is .400 shorter than a SBC crankshaft, the bolt pattern on a SBC flywheel is different than an LSx flywheel, and finally the bellhousing on the ZF6 is too small to fit a 168 tooth flywheel, its barely large enough for a 153 tooth.

Here are the questions I am trying to work through right now. Why can't I take a factory DM Flywheel from a C4 or a heavier single mass and add a .400 crank spacer to get everything back in alignment? I know the bolt pattern doesn't match but I am sure there is probably enough meat left to drill the crank for the correct bolt pattern. Shouldn't getting the alignment correct in theory put everything back in its place allowing me to use all the factory LT1 stuff from the flywheel back?

This is what gives me hope:
https://www.marks4wd.com/mfk1947.html

I sent them an email earlier today. They are located in Australia but it seems as though they sell a 153 tooth factory sized flywheel which mounts to an LSx and fits the stock bellhousing. This could be an option. Its not an inexpensive option but it would hopefully allow me to retain more stock components.


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