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LTX and LSXPutting LT1s, LS1s, and their variants into Third Gens is becoming more popular. This board is for those who are doing and have done the swaps so they can discuss all of their technical aspects including repairs, swap info, and performance upgrades.
I’m looking to do an engine swap in my 88 iroc im wondering if i should go with the ls since it is tried and trued with a lot of aftermarket support or just wait until the gen v motors gain more support and become well known
Any suggestions?
I’m looking to do an engine swap in my 88 iroc im wondering if i should go with the ls since it is tried and trued with a lot of aftermarket support or just wait until the gen v motors gain more support and become well known
Any suggestions?
This is a question that only your bank account can answer. In a Thirdgen 300 horsepower is enough to have loads of fun with for a street car. 400 horsepower in a Thirdgen with good suspension and you can easily keep up with most newer middle income accessible sports cars. Add a turbo for 500-800 horsepower and you will keep up with or be faster than any car that you wouldn't need to be a millionaire to own. You can do all that with a stock 5.3 bottom end that you pulled from a 100,000 mile truck, so why really consider waiting around for a gen V aftermarket world to pick up?
Many members on this site will tell you from experience that it's better to have a motor in the car and enjoy driving it rather than it collecting dust in the garage.
Personally I think the modern LS gen iv engine platform will go down as the best swap engine ever.
Great power to weight ratio, easy fit, great reliability, broad aftermarket support, and incredible power potential.
The other thing is you can do all this with an easy to modify fuel, air, spark, and ECM system in configuration that suits you best. ie a certified GM EROD to a holley ECM where you can add options galore with/without drive by wire, etc
I think the gen v LT platform is great and has allowed new production vehicles to meet regulatory requirements with great power, but not sure what advantage it really offers to the swapper. ie just for instance in the end is direct injection fueling of any benefit or just a lot of unneeded complexity and reliability hit in the engine swap situation... however lots of people like to do something different so I am all for that too, just some thoughts
I think the LS swap is still more attractive than the LT1 swap.
First, let's not kid ourselves.... the LT1 is still ridiculously expensive. You can make an LS run circles around it for the same amount of money. LT1 engine tuning is a lot more difficult than LS. The electrical side of the swap is more difficult. The nuts and bolts side of the swap is more difficult.
There are a few LT1 swap threads on this site and every one I have seen hasn't gone beyond "I bought an LT1". I suspect in each case if they had gone the LS route they would have done something already. Almost anybody can do an LS swap these days. The LT1 swap is probably still at the "advanced" skill level where a person has to be willing to figure things out for themselves, or pay big bucks to have it done for them.
I'm one of the LT swaps in progress and what has been said is basically correct. There is just not enough vendor support for what is out there. There is enough to get the swap done but be prepared to do some custom work on your own.
Sure, the Gen V will fit with no problem but not the TR-6060 and maybe the 10 speed automatic. The trans output flange is close to the torque arm. Just the output flange alone requires a custom driveshaft. If you got a Gen V engine without the trans, then a T56 Magnum would eliminate the output flange. A custom driveshaft would still be needed.
The other problem is headers. No one makes them yet. It looks like I can modify the stock exhaust manifolds to fit but it still will required some custom work.
Wiring does not look to be a problem. There are vendors out there offering harnesses. I am leaning toward the Chevrolet Performance control kit since it includes everything you need.
It all depends on how much work you want to do. There are tons of info for the LS swaps with vendors providing every single thing needed. It is up to you to determine if you want something easy or something different. I like the challenge
Headers are the only major issue that I see standing in the way of a Gen V LT swap. As soon as someone makes a large primary (2" or more) full length header, I'm yanking my LS and installing a Gen V LT - it's by far, the best mass produced pushrod V8 ever built.
As soon as someone makes a large primary (2" or more) full length header, I'm yanking my LS and installing a Gen V LT
But why? You can easily make all the power you could use on the street from an LS engine with a cam swap and if that's not enough you can buy a turbo kit and have a car that can go 8 seconds in the quarter mile on a stock bottom end LS 5.3. LS1tech just had an article about a drag truck that did just that.
But why? You can easily make all the power you could use on the street from an LS engine with a cam swap and if that's not enough you can buy a turbo kit and have a car that can go 8 seconds in the quarter mile on a stock bottom end LS 5.3. LS1tech just had an article about a drag truck that did just that.
Probably the same responses back when the LS first came out. It's part of human nature to explore the unknown! Why? Because we can!.... or not!
I'm one of the LT swaps in progress and what has been said is basically correct.
The other problem is headers. No one makes them yet. It looks like I can modify the stock exhaust manifolds to fit but it still will required some custom work.
Fits good
would exhaust ports be in same location where the header flanges could be re-drilled in the LT position? just thinking here I just looked at couple pics and it seems the LT exhaust ports are higher up (may be cure for low hanging headers )
I thought the same thing. Buy a set of LS headers and change the head flange. I don't have a welder so, for now, that is out. When I did my initial research, I bought some LS and GenV exhaust gaskets to compare. LS are round, Gen V are oval. My LT1 came out of a Camaro. The exhaust manifolds look like they will fit with some modifying. So far, the drivers side looks to be a little close to the lower control arm bushing. Heating and bending about 1/2" should do it. I have not tried the passenger side yet. That looks tighter.
I think the LT1 has exhaust and intake ports swapped around. Might have a problem with fore-aft alignment.
You are 100% correct, the valves are also splayed. Edelbrock moved the exhaust port claiming the factory unit is flawed from a design perspective. It will be interesting to see if they found power in that.
Edelbrock hasn't exactly pushed the envelope of the LS world. I wouldn't think they would be the go-to people for LT1 either.... especially cylinder heads.
02-22-2018, 08:38 PM
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