Hey all,

Hopefully this is the right sub forum to post, if not direct me to the right one and I will gladly correct that unless a mod can move it for me.

I own a 1968 RS SS Camaro currently fitted with a 350/350 pic in the introduction section HERE and am finally going to start working on it again after way too many years sitting in the garage.

Options of the top of my head: AC, PS, PB, PW, deluxe Interior, column shifter, front disc/ rear drum.

So I was recently offered a low mileage mile (2000ish) LS? 6.0 that I believe came out of a truck from a very good friend of a very good friend for $1k or $1500 with trans. This includes all accessories and ECU. I believe this is an early 2000's engine. Unless he has some type of paperwork I obviously would have no way to confirm mileage on the engine, but this person married my friend so I have no reason to suspect he would lie about it. He bought 3 of these for projects, lost interest, and has been sitting in his shop since they were bought about 20 years ago when they were still relatively new. I have no idea what the engine or transmission is yet, but am slated to pick it up this weekend and am trying to figure out if there is a specific variation that I do not want for this car.

I find very little information on an LS swap keeping the factory AC, there is one article LINK where they said you had to buy the big block AC 'suitcase' and then still notch it for headers to fit. Not even sure where I would find that 'suitcase' in 2023, googling has led me nowhere, and I suspect headers would have to either be customized or modified to work. As much as I hate to have to get rid of the factory AC, wondering if I should just to make literally everything under the hood easier to work on and probably nicer looking.

Will the truck engine intake fit in the Camaro or will I need a car style intake?

Do I want the transmission if it is the 4L80? If it is a 4x4 transmission it sounds like I would be better passing on it, based on a very old article on this forum.

I know, its a lot of questions with little information, I am unfortunately not able to get the answers I need so I may have to make a decision once I am there and trying to be as informed as possible.

Thanks!

 

If it has iron heads, pass on it. The early 6 liters had iron heads and a long flange on the rear of the crank that makes clutches and flywheels harder to shop for. Those engines are good for the block…that’s about it. Hopefully for you, it’s an LQ4 with 317 aluminum heads. Post pics when you pick it up…if you do. We can help you more from there. Grab anything he will hand you regarding the harness, ECM, etc.
Im not sure if a truck intake will fit under a Camaro hood. It will definitely fit under my Chevelle hood. You’ll have to change oil pans and engine mounts, headers, etc are very plentiful from many vendors as it’s a common swap.

 

Thanks!

I just heard it is a 'first gen LS' mated with a 4L80. I am guessing that makes it a LQ4, need to figure out what the heads are now.

 

It came off a 2002 2500HD 4x4, still waiting to hear if the heads are aluminum. Presumably no, but also not sure there was no bleed over from the previous years.

 

If it's a 2002 the heads ARE aluminum. Cast iron heads were from 1999-2000.

 

Thanks. Yeah, sorry. I meant to say they presumably are aluminum not the other way around. Waiting for confirmation but it sounds like I will be getting a new engine soon.

 

With the 4wd 4L80 you will have to pull it apart and replace the tail shaft and add a 2wd tail shaft and tail shaft housing. Not the end of the world. Good time to replace parts and seals as needed. Maybe a better converter with some level of higher stall?
In lieu of the truck intake a LS6 would work.
I would replace the rear crank seal, timing cover crank seal and the oil pan with a LS swap pan.
Pull the plugs and using a bore scope look for rust.

 

Consider replacing the hard to reach engine sensors before the installation - crank sensor and the cam sensor. Check for a loose timing chain.

Rick

 

A 4l80e is a big transmission for that tunnel. Maybe someone that has done it can chime in but I would expect some cutting to make it fit.

 

Great advice, thanks! I am passing on the transmission. I did read that there would not need to be cutting, just special fittings and hammering the tunnel out for the fittings. I would rather get the lighter and better fitting 4l60 for fit and apparently more HP as the 80 can take quite a bit.

 

Yes if you are going much above stock power levels a 4l60e, especially a used one may not last long. They usually fail around 400whp or so when they are in good condition. The 80 will take much more abuse, but is heavier and has different first gearing.

Of course if you are going to get it rebuilt, the 60 can handle more power with the right parts, it isn’t inexpensive though.

 

We have a 5,000 member group for these swaps on FB. 'LS First Gens'

I'm running a TH400, but just off memory the 4L80E is mostly just longer than a 4L80E. I think before you start selling stuff off, I'd research the 4L80E swap, it's a better transmission.

 

Hmmm, ok, I suppose I should do that, especially since I learned it was a 2WD and only has 2000 miles. Picked up the engine yesterday and it is an LQ4 or LQ9 but mostly like the 4. I got everything, all accessories, even the exhaust in case I need the flanges/bungs. The truck it came from was rolled when it was basically brand new and they were able to buy the engine back.

 

The TH400 and the 4L80e are both power capable transmissions and they share many parts. The difference is that the TH400 only has 3 gears with a 1:1 final drive and the 4L80E has an extra overdrive section with a .75 IIRC final drive, which is why it's longer. Also the 4L80e is electronically operated as is the 4L60e. If your engine and ECM came with the 4L80e, then it's a better choice because the ECM can already run that transmission and the connector should still be on the harness.

I was able to fit a 6.0 and 4L80E in a C3 corvette without changing the tunnel.

 

Most likely an LQ4. The LQ9s are common in the Escalades. LQ4 and LQ9 are very similar excep the LQ9 has slightly higher compression pistons. Either is fine.

 

Agreed, long shot its a LQ9 and honestly I do not really care. I want a car I can drive, these things are too expensive to for me to be racing. Give me a great sounding exhaust and I will be happy. High HP is fun and was a goal of mine when I was 20. Creeping up on 50 now and wrecking it just scares me. Most of the time I will probably be cruising more than anything. I unbolted the transmission from the engine, it was definitely the one that came with it. From some of the posts I have read (many older) its been stated that the 80 should be used in high HP applications and the 60 in stock power. In this scenario it sounds like you are saying I should go back and get that 4L80e especially since everything is programmed for it already. Correct?

 

The 4L80e can be used in any application. The 4l60 cannot be used in high power ones. (I know I'll get lots of crap from 4L60 owners) The down side of the 80 over the 60 is the physical weight is heavier and the 80 may also rob slightly more power from the engine.

 

Yes. In addition when converting 4WD to 2WD tail shaft housing, a hole needs to be drilled for for lubricating the 2WD tail shaft. There is a plug in the rear, for 2WD it has a hole, 4WD, no hole. Not that it matters in this case as the OP later mentioned that his is 2WD. Just adding this in case others want to swap.

 

I read a very old post that claimed something like 60rwhp, it cant possibly be that much right? Would I be able to use the 80 without any additional modifications to the transmission?

 

The only mod I can think of might be needed is the outlet of the trans cooler lines. They sorta come out straight from the side of the trans and most guys get 90 degree fittings to make them fit better in the tunnel. The truck converter will work, but is pretty heavy. No reason to swap that unless you need a higher stall, which is not what a cruiser needs.

Maybe grab the driveshaft too. Then yo only need one end of the driveshaft modified and most shops will have no problem shortening one side of the shaft.