mating LS1 to older SBC manual tranny
11-28-2008, 08:41 AM
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mating LS1 to older SBC manual tranny I'm wondering if the LS1 engine block with manual flywheel/clutch is a direct mate to the older chevy bell housing with Muncie tranny and mechanical clutch linkage. I'm wanting to use the Muncie tranny and maintain it's original tunnel location in the interior/console. If so I'd be putting this in a 73 Camaro F-body...Are there serious motor mounting concerns to be aware of ? Will original hood still cover engine with the fuel injection or will raised hood be needed ? Other concerns ? Anyone out there been, there done that ?
11-28-2008, 09:19 AM
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Other than one of the bolt holes not lining up , the older bellhousing should bolt right up . You should be able to use the LSx clutch as well since you are using the adjustable mechanical clutch linkages .
11-28-2008, 09:24 AM
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Yea I think its the top bolt not used. Hotchkins built a early 70s camaro a few yrs back with a LS powerplant. Check out the conversions section and see what is needed.
11-28-2008, 08:05 PM
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The LSx crank end is almost flush with bellhousing . The SBC crank end sticks out . This moves the pilot bushing out. The input shaft made SBC will not reach the (stock location) pilot bushing of LSx. Been there done it. This is the difference of LT1 (SBC) T-56 and LS1 T-56.
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11-28-2008, 08:44 PM
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It is possible to fab a longer pilot bushing but it will make contact with clutch disc spline.Clutch disc spline area will need machining. This will make clutch disc spline engagement thinner and weaker and on very end of input shaft of trans. Careful measurements will be needed. Machining bellhousing faces will be needed. All this is possible by the right machinist. High HP applications will probably break.
12-02-2008, 12:47 AM
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The LS1 crank flange is 0.400" closer to the block than the SBC. There is plenty of spline length left on the engine side to account for the difference. The bigger concern is the pilot bearing. The easiest solution is to use the bearing from a corvette, which locates farther towards the transmission in the outer hub-ring instead of deeper in the pilot recess as in the F-body/GTO. This was the only thing the ASA circle-track cars needed to adapt SBC-spec clutches and 4-speeds to the LS1 when it became the required crate-engine in '98.
Last edited by drz; 12-02-2008 at 12:58 AM.
