Basic

Yes, I'm interested in knowing as well. From what I understand, using a Corvette pilot bearing and also using a thick flywheel is required. The October 2008 issue of Car Craft explained the mathematics in the article, and after seeing that I felt that either: 1) I'll be ponying up the dough to use the McLeod flywheel for this combo, or 2) find out if there's a thicker GM flywheel in production that would suffice. Then..... I'd come across an article in Corvette Fever where they'd used a TKO transmission on an LSx motor, and no mention was made whatsoever about having to utilize a thicker flywheel, only that a different pilot bearing is required. There was an explanation about using a BBC transmission bellhousing to allow room for the LSx flywheel/starter, otherwise you'd have to go with a 153-tooth flywheel/starter (versus the 168-tooth flywheel/starter for the LSx) to use an SBC bellhousing. No mention was made about the transmission input shaft having sufficient/insufficient depth to properly engage the pilot bearing due to the flywheel. http://www.corvettefever.com/techarticles/corp_0808_tremec_tko_600_the_shift_is_on_tech/bellhousing.html

Well after speeding to three different places during my half-hour lunch, then hitting two places on the way home, THEN calling my cross-town Barnes and Noble to see if they have it (before wasting my time driving there), I actually strike gold and drive to my sixth destination in order to grab the October 2008 issue. The verdict? I love Car Craft. They laid out beautifully what works and why it does, the critical geometry with the clutch parts. Moreover, every part, along with it's part number and price was made available (some parts said you have to call to get the part number). If you're considering getting using a Gen I manual transmission in lieu of space savings and weight savings, BUY THIS ISSUE. It also details critical information about using a Gen I auto transmission on your LSx engine.

Is this the flexplate spacer you're talking about? http://www.crateenginedepot.com/store/LS1-Flexplate-Spacer-12563532-P1343C0.aspx

Can you elaborate on the GM flexplate spacer. I just dug up some good information to reference regarding using this tranny, but I did find out there's about 3/8" to be negotiated to space out the flywheel from the engine. Do you know a specific part number for the flexplate spacer?

Thank you GOD. I am so tired of finding threads on the internet where people inquire about this, and they just get shot down by people with half-assed knowledge, like we're not supposed to know the limitations of a stock T-5. I think I might just subscribe to Car Craft because of this. This is awesome. I still plan on using a T-5 on my 5.3 in my 240sx. Thank you posting this when you did OP. I'm going to buy the mag on my lunch break today.

I'm surprised you're using the TH350. There won't be any problems with a difference in bolt pattern between the LSx Gen III block and a turbo 350 tranny? If that's the case I'd be more than happy to test fit a T-5 on my 5.3.

Oh, and the VG30DETT comment from the last guy: I don't care how great of a motor you think the VG is, swapping headgaskets on a VG can change your project outlook completely, lol. That motor is just a b***h to work on. That's what had me researching other avenues.

Nice project. I'm undergoing the same thing for my 240sx here in Omaha. I'm still a ways out from completion because I'm going to be modifying the chassis quite a bit and having the motor gone through by a machine shop. One question: I'm not as familiar with the chevys as I'd like to be, and I noticed that you have some intermediary gears that seem to take the place of your timing chain. Where can I source that setup?

I know this is an old subject, but I was searching for headers such as these to use on my project 240sx. Summit Racing sells these headers made by Howe Racing that will do exactly what you're searching for. Here's a link to Howe's website to have a look-see: http://www.howeracing.com/Exhaust/Index-180Degree.htm Summit sells them for about $320. I think that price is more than reasonable to pay for these headers.

Check Brian Crower's website. He has been turning a lot of his attention to toward popular import applications. http://www.briancrower.com

I'm extremely interested in a naturally aspirated RB26. I think 300+ horsepower is possible with this motor, and with a high-reaching powerband to take advantage of after a thorough valvetrain rework. I read about a stroked L-series engine a guy and his son built that hit over 300 WHP.