I'm looking at the LS376/525 engine and T56 Super Magnum connect and cruise kit for my 2000 6-speed TA. I know about the differences in reluctor wheel. I'm wondering if the better option is to go with something like the Lingenfelter conversion box and connect it to my OEM PCM, or would it be better to drop it in complete with the supplied PCM, DBW throttle body/accelerator pedal, etc. I like the idea of using the newer computer as even if mine works fine, it's still 25 years old, and should it fail replacements may be a problem. The question then becomes how to integrate the new PCM with the car's electronics to the dash, etc. all work. Most of the searches I've done go with either a custom setup or the conversion box. Any suggestions or recommendations on using the new PCM that comes in the kit and how to best integrate it into my existing electronics?

This is the setup I'm looking at: https://sdparts.com/i-22729733-chevr...ed-manual.html

 

Just installed one of these in a 69 camaro. Their site has a ton of options to choose from.

https://blueprintengines.com/collect...uel-injected-1

 

These engines are really freaking cool.

 

I haven't done the swap, but I would much rather just throw the engine in and use the appropriate converters needed to run an LS3 in a 4th gen. Sounds like a lot less work than re-wiring the whole car.

Also, they make a T56 Magnum F specifically for 4th gens that will bolt right in, why not use that instead of a generic T56 Magnum? Or just use the T56 that's already in your car unless there's something wrong with it.

 

We just did a 525hp LS3 in an OBS Chevy, it started and ran great out of the box. I'd definitely run the supplied computer instead of converting. I'm not 100% on the wiring paths to feed the factory cluster but there are some outputs in the connect & cruise harness that could be used as inputs to feed the cluster. The basic power, ground & ignition wires could easily be picked out of the factory engine harness. The factory car oil pressure sender could be tapped into the oil cooler block off plate because I think that sensor side steps the PCM.

In my opinion, the tough one would be getting the factory temp gauge working. I am fairly certain that it is fed into the PCM and sent to the cluster on a data bus. I doubt it would work but it would be handy if the output data bus from the connect & cruise spoke the same "language" as the cluster. Absolute worse case scenario you could install the original coolant temp sensor in the passenger cylinder head and use the factory PCM as a pass thru.