I know they have flexplates that can work with older (pre-Gen III) automatic transmissions, but what about manuals? I may forego the T-5 mindset and just go to a T-56, but if I can't find an LS-series trans I may wind up just going with a Gen I/II version. I've found a couple vendors on e-bay that sell everything like you were going to swap an auto F-Body over to a 6 speed, and may go that route, since I'll get just about everything I need in a package (minus the Bzdel pedal, crossmember, and driveshaft). Then I can bolt an LS-series motor in later on down the road hopefully, and use the same trans, given there is a flywheel to support it.
Flywheel question...
- Thread starter Doober
- Start date
Found this...
Crankshaft Replacement Caution For
1998-2005 GM 4.3, 4.8, 5.3, 5.7 & 6.0L Engines
The AERA Technical Committee offers the following information on crankshaft replacement caution for 1998-2003 GM 4.3, 4.8, 5.3, 5.7 and 6.0L engines. Design changes in the flywheel flange thickness have been made to some crankshafts used in the above-mentioned engines. This bulletin is being re-published with additional information.
The later crankshafts are shorter on the flywheel flange as seen in the listing below. These changes are due to the many different vehicle / transmission combinations being built by GM.
A flywheel spacer ring GM Part #12563532 and a longer bolt set GM Part #12563533 is required when using a thin flange crankshaft to replace a thick flange crankshaft. Also, if the crankshaft is being used in a vehicle, which is a standard shift application, you also need pilot bushing GM Part #12557583 or 12479894.
Note: GM part numbers correct as of 12-18-04.
Years Liters Casting # Trans Flange Thickness
1998 early 4.3L 236, 255 V-6 1.62 thick flange
1998+up 4.3L 236, 255 V-6 1.500 thick flange
1999-2000 4.8L 312 V-8 M/T 1.250 thick flange
1999-2000 6.0L 215 V-8 1.250 thick flange
1999-2005 4.8L 482 V-8 A/T .857 thick flange
2001-2005 4.8L 482 V-8 M/T .857 thick flange
1999-2005 5.3L 216 V-8 A/T .857 thick flange
1997-2005 5.7L 216 V-8 .857 thick flange
2001-2005 6.0L 216 V-8 .857 thick flange
All GEN III crankshafts used in Camaro, Corvette and Firebird have a .857 thick flange and also have a freeze plug installed at the bottom of the pilot shaft hole. The 4.8, 5.3 + 6.0L don?t have the freeze plug. The drilled hole thru the centerline of the 5.7L LS1 & LS6 crankshafts allows a path to balance crankcase pressure within the lower crankcase. Doing so has eliminated possible oil consumption when the engine is operated over 4800 RPM.
And this from http://www.gmcopo.com/engineswap.htm
Spacer-Crankshaft, 0.400-inch thick for Gen 3 and Gen 4 SB Part Number 1X327200
$44.95
Installing a Gen 1 or Gen 2 small block or big block transmission behind a Gen 3 or Gen 4 small block (2004R, 700R4, THM 400, THM 350, T-10, 4L80E)? This spacer moves the rear crankshaft flange back to the location found on earlier GM big and small block engines. This spacer can be used with our conversion automatic transmission flexplate/bolt kit or our conversion flywheel/bolt kit. Note: Some 4.8L and 6.0L truck engines were produced with a special long crankshaft. This spacer is not required on those applications.
Crankshaft Replacement Caution For
1998-2005 GM 4.3, 4.8, 5.3, 5.7 & 6.0L Engines
The AERA Technical Committee offers the following information on crankshaft replacement caution for 1998-2003 GM 4.3, 4.8, 5.3, 5.7 and 6.0L engines. Design changes in the flywheel flange thickness have been made to some crankshafts used in the above-mentioned engines. This bulletin is being re-published with additional information.
The later crankshafts are shorter on the flywheel flange as seen in the listing below. These changes are due to the many different vehicle / transmission combinations being built by GM.
A flywheel spacer ring GM Part #12563532 and a longer bolt set GM Part #12563533 is required when using a thin flange crankshaft to replace a thick flange crankshaft. Also, if the crankshaft is being used in a vehicle, which is a standard shift application, you also need pilot bushing GM Part #12557583 or 12479894.
Note: GM part numbers correct as of 12-18-04.
Years Liters Casting # Trans Flange Thickness
1998 early 4.3L 236, 255 V-6 1.62 thick flange
1998+up 4.3L 236, 255 V-6 1.500 thick flange
1999-2000 4.8L 312 V-8 M/T 1.250 thick flange
1999-2000 6.0L 215 V-8 1.250 thick flange
1999-2005 4.8L 482 V-8 A/T .857 thick flange
2001-2005 4.8L 482 V-8 M/T .857 thick flange
1999-2005 5.3L 216 V-8 A/T .857 thick flange
1997-2005 5.7L 216 V-8 .857 thick flange
2001-2005 6.0L 216 V-8 .857 thick flange
All GEN III crankshafts used in Camaro, Corvette and Firebird have a .857 thick flange and also have a freeze plug installed at the bottom of the pilot shaft hole. The 4.8, 5.3 + 6.0L don?t have the freeze plug. The drilled hole thru the centerline of the 5.7L LS1 & LS6 crankshafts allows a path to balance crankcase pressure within the lower crankcase. Doing so has eliminated possible oil consumption when the engine is operated over 4800 RPM.
And this from http://www.gmcopo.com/engineswap.htm
Spacer-Crankshaft, 0.400-inch thick for Gen 3 and Gen 4 SB Part Number 1X327200
$44.95
Installing a Gen 1 or Gen 2 small block or big block transmission behind a Gen 3 or Gen 4 small block (2004R, 700R4, THM 400, THM 350, T-10, 4L80E)? This spacer moves the rear crankshaft flange back to the location found on earlier GM big and small block engines. This spacer can be used with our conversion automatic transmission flexplate/bolt kit or our conversion flywheel/bolt kit. Note: Some 4.8L and 6.0L truck engines were produced with a special long crankshaft. This spacer is not required on those applications.
This is excellent info. Not positive I'm grasping it all as I'm very tired, but excellent nonetheless! 
Basically this is a "yes" to my question? :lol: It's up in the air on what 6-speed I would go with, but this helps greatly as it opens up the door of being able to use either transmission.
Basically this is a "yes" to my question? :lol: It's up in the air on what 6-speed I would go with, but this helps greatly as it opens up the door of being able to use either transmission.
BLAST FROM THE PAST!!!!!!!!!!
Doing a search on putting a 700 behind a ls1 and found this.
How does moving the flywheel back effect starter alignment?
Wouldn't it be better to shim between the converter and flywheel?
Doing a search on putting a 700 behind a ls1 and found this.
How does moving the flywheel back effect starter alignment?
Wouldn't it be better to shim between the converter and flywheel?
gman415 said:
In an automatic it doesn't.. there is a spacer and its placement is dictated by which flexplate flat or curved
gman415 said:
In an automatic it doesn't.. there is a spacer and its placement is dictated by which flexplate flat or curved
It all depends on what flywheel and trans you are using. On my LQ4/4L60E I needed the dished flexplate, and then the spacer after the flexplate
gman415 said:
The spacer is there b/c of the "snout" on the back side of the converter that normally butts up to the center of the crank. The SBC converters that come on 700R's, TH350-400's, and older 4L60's have a smaller snout and wouldn't have any support inside a LSx style crank, but with the spacer it fixes this problem. Not to mention the spacing is off as well.
Better yet, here's my thread I started on LS1tech a while back that has tons of good info.
http://ls1tech.com/forums/conversions-hybrids/1247706-flex-plate.html
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