Neanderthal Carb Guy BS Thread
07-17-2016, 07:55 PM
#983
this weekend i went to my cousin's place to do some work on his 87 gta bracket racer.
all loaded up ready for whatever the weekend may throw our way
getting ready saturday night at his place
ran into some stupid issues with some misinformation that you could use a gm crank spacer with an ls1 f-body flexplate to fit a th400. well that just isn't the case. we didn't realize till the engine and trans were in the car, but got it figured out. this flexplate and spacer configuration would either bottom out the spacer on the pilot snout (if configured crankshaft, flexplate, then spacer) or the flexplate would be up against the converter with 1/4" gap around the bellhousing to engine (if configured crankshaft, spacer, then flexplate). a little more research showed if we used a flat 6.0 flexplate the issue should go away. well Advance carries ATP flexplates. it so happens that part number Z-270 is a flexplate, spacer, and bolts! :o the flexplate is dual bolt pattern too for use with 4l60e or 4l80e so you don't have to modify the bolt pattern to bolt it up to the old gen 1 converter.
we got a good bit done, but still have more to go. here it is before i left.
all loaded up ready for whatever the weekend may throw our way
getting ready saturday night at his place
ran into some stupid issues with some misinformation that you could use a gm crank spacer with an ls1 f-body flexplate to fit a th400. well that just isn't the case. we didn't realize till the engine and trans were in the car, but got it figured out. this flexplate and spacer configuration would either bottom out the spacer on the pilot snout (if configured crankshaft, flexplate, then spacer) or the flexplate would be up against the converter with 1/4" gap around the bellhousing to engine (if configured crankshaft, spacer, then flexplate). a little more research showed if we used a flat 6.0 flexplate the issue should go away. well Advance carries ATP flexplates. it so happens that part number Z-270 is a flexplate, spacer, and bolts! :o the flexplate is dual bolt pattern too for use with 4l60e or 4l80e so you don't have to modify the bolt pattern to bolt it up to the old gen 1 converter.
we got a good bit done, but still have more to go. here it is before i left.
07-21-2016, 03:43 AM
#986
ran into some stupid issues with some misinformation that you could use a gm crank spacer with an ls1 f-body flexplate to fit a th400. well that just isn't the case. we didn't realize till the engine and trans were in the car, but got it figured out. this flexplate and spacer configuration would either bottom out the spacer on the pilot snout (if configured crankshaft, flexplate, then spacer) or the flexplate would be up against the converter with 1/4" gap around the bellhousing to engine (if configured crankshaft, spacer, then flexplate). a little more research showed if we used a flat 6.0 flexplate the issue should go away.
The only reason for the gm spacer, is to extend the pilot hole behind the ls1 crankshaft, because the pilot snout on the t400 converter is too short to locate inside the ls1 crankshaft.
07-21-2016, 08:48 AM
#987
Have not been since I was a wee lad(not that I have been very small at any part of my life), and it was awesome. Fishing for trout in the mountains was a experience I'll never forget. Went to visit family on my step grandfathers side in grand junction.
07-21-2016, 09:45 AM
#988
I could definately live here right up until the first snowflake hits the ground. **** snow. I did see snow for the first time in my life this week. We logged about 85 miles on the side x sides in the mountains here in ouray, lake city and silverton. This rocky terrain is hard miles!!
07-21-2016, 04:40 PM
#991
That is odd. My first ls1 back in 2004 I had the f-body flexplate, put the gm crank spacer behind it, and my t400 with standard sbc/bbc converter bolted straight up. with AS heads/futral 230 cam I ran 3x 11.6 @ 119 mph passes that way first time at the track before my local track closed and didn't get to sort the car further mainly traction.
The only reason for the gm spacer, is to extend the pilot hole behind the ls1 crankshaft, because the pilot snout on the t400 converter is too short to locate inside the ls1 crankshaft.
The only reason for the gm spacer, is to extend the pilot hole behind the ls1 crankshaft, because the pilot snout on the t400 converter is too short to locate inside the ls1 crankshaft.
07-22-2016, 05:50 AM
#992
I could definately live here right up until the first snowflake hits the ground. **** snow. I did see snow for the first time in my life this week. We logged about 85 miles on the side x sides in the mountains here in ouray, lake city and silverton. This rocky terrain is hard miles!!
07-25-2016, 07:53 AM
#998
yup. it's a really nice car. i bought this car in 2008 and my wife and i redid a good bit on it. we then sold the car to my folks (and i subsequently bought a wedding ring 
) after a while my buddy that's painted all my other stuff and i decided to paint it. now it's drivetrain swap time. here's a quick picture timeline for ya.
) after a while my buddy that's painted all my other stuff and i decided to paint it. now it's drivetrain swap time. here's a quick picture timeline for ya. 
07-25-2016, 07:59 AM
#999
so now it's time for a new hearbeat. the 700r4 lost 2 through 4th gear and when talking about a reliable solution (rebuild/refresh trans instead of junkyard/craigslist find) we realized we were really close to an ls swap financially, so here we go
07-25-2016, 01:35 PM
#1000
Damn, looks great. I want to build a regular bird for abuse eventually. The 86 TA we have had forever is going to get restored in the future. Engine and trans from that will go to the 94 GT. The TA will get a 6.0 with square ports eventually. What is the plan for that car?