So I have a 1988 3gen camaro with a LT-1 swap and a 4l60e trans (I didn't do the swap the previous owner did) I hear a knock in the back cylinders and the trans is slipping, when I did a oil change in both the LT1 and trans the oil smelled really bad in the engine but no metal particles to see and for the trans the oil was black and the filter was bad. Asking if is worth to fix the LT1 and rebuild and upgrade the 4l60e most people told me to just buy a LS and trans from a junkyard

 

There will not be many around here that will vote to rebuild that LT-1 motor. Some maybe, but not many. That engine has the notorious "Optispark" ignition module that is not very dependable. The truck LS family of later engines are relatively inexpensive in the junk yards because there are so many of them to choose from.

But, there will be ripple effects of doing an engine swap from an LT-1 to the later LS motors. Wiring, PCM tuning, motor mounts, transmission crossmembers, exhaust manifolds to headers and maybe a driveshaft length change. If you need your Camaro back to a running condition quickly, fix the LT-1. For most of us, this would not be a successful weekend-warrior-wrenching situation doing the LS swap from Friday night to Sunday evening and drive it to work on Monday. Can it be done in three days? Yes. But it would take some pre-planning, luck at guessing the drive shaft length, getting the right engine mount kit, probably a move to shrouded electric radiator fans and well . . . a lot of other luck.

Rick

 

Is a project car so I don't need it quickly running, I already have the electric aftermarket fan, the wiring harness look like **** the previous owner did the work, cable that connects nowhere, they told me LS 5.3 swap is better for the long run and it helps that have so many aftermarket parts or try to fix the LT1 haven't opened so I don't know what the knock is and for the 2 options to fix the LT1 or the LS 5.3 swap so do I stick with the 4l60e trans do a rebuild with a upgrade or changed and to which one that fit the 3th gen body?

 

Hello,

A stock 4L60E behind a stock 5.3 can last a long time and won't necessarily need a stouter rebuild. The 4L60E in my El Camino lasted 150,000 miles. You make no mention of your desired horsepower goals and the 60E can be upgraded but you might consider a 4L80E if you are going for big horsepower and torque numbers. I have zero LS swap experience with a Camaro but you run the risk of needing to snip some floor pan and firewall tin, especially to fit a 4L80E.

The 4L60E in my El Camino did not need any floor pan work to fit (Holley A-body engine mounts) but the same transmission in my bigger B-bodied Catalina car did need some transmission hump snipping to get the driveshaft angle right towards the differential. I thought the Cat would have been easier than the EC but that was not the case.

Rick

 

Hello
With the HP 350 to 400 is enough for me not trying to meet Jesus to early in life, I think I read that they hold up to 500 or 600 HP , first time learning about this trans and the problems that have like overheating and breaking but it seems that problems can be fix with the big aftermarket options that have now, my is slipping like 2 and 3 barely take first so I now it needs a rebuild , trying to do a build that goes together smoothly and not start cutting and welding parts doing crazy things

 

the path of least resistance is fix both the LT1 and 4L60E. I bought a 383 LT1 short block from Golan Engines and have about 40k mi on it now. The 4L60E will hold about 400hp stock but don't skimp on the valve body and clutch pack. Transgo is the only maker of stock size PV as Sonix has the oversize one

Doing a LS3/TKX in a 66 Chevelle....not a cheap swap. I went through the donor motor which wound up being a complete rebuild. Otherwise its a Roadkill LS swap and cross your fingers on any junk yard LS

 

The answer to your question depends on how deep your pockets are and how mechanically inclined you are and if have the tools and the place to do a swap.
Since it has an LT1 its easier and cheaper to stay with a LT1 bar none. LS is fine and all but all systems have to be modified to install LS anything. wiring, fuel, AC, motor mounts exhaust i'ts all different. LS is a square peg in a round hole it's not a direct drop in.

 

I will also add that the OptiSpark and LT1 Tuning are fairly easy to work around now days. You could 24x/Gen3 LS PCM swap that LT1 for a lot less $$$ than swapping a 5.3L and have more power to start with from the LT1. 5.3Ls are kind of a dog without boost and the LT1 makes more HP and TQ stock for stock. My fairly high mileage (IIRC had like 130K when I got it and sold it with over 210K) 1995 M6 car made 290 whp and 330 wtq basically stock with a Moroso CAI, airfoil, and a SLP catback when I owned it in the late 2000s. I did some PCM tuning to the OBD1 PCM and saw about another 15-20 hp and matching tq throughout most of the curve. I then changed the springs, went to 7/16" stud 1.6 rockers using guide plates and hardened pushrods and put a Comp 503 cam into it. Even with stock manifolds that car ran great and easily passed emissions. It basically drove like stock until I went WOT. It made like 350 whp and 370 wtq with the OE exhaust manifolds and cats. I am guessing midlengths or long tubes would have added 15-20 hp at that point.

I have a couple of friends that went CC306 but that gives up a ton of driveability IMO. I wanted something that still drove smoothly and passed emissions hence the CC 503.

 

Karl Ellwein LT1 + performabuilt transmission + tune = heartbreaking 3rd gen sleeper