How hard is it to install a crate engine

The default engine tune for the 5. Mopar will even offer bolt-on accessories for air conditioning and power steering pumps. The kits come with a two-year warranty. They also offer optional front-end accessory kits like power steering or even exhaust manifolds to make installation easier. Starting today, our fans can order the kit online and start working on their favorite project with the peace of mind that comes when using a Mopar product.

The kits, compatible with respective 5. A factory calibration is featured on the unlocked PCM. Automatic transmissions such as the Torqueflite and , while not optimal, can also be adapted for use. Lastly, if I purchase the Gen 2 crate engine long block starter an generator installed but I will need everything else. What would be the additional costs associated with this switch? And would it increase or decrease resale value All replies and helpful suggestions will be greatly appreciated Thank you for your time and consideration Yours truly, SR SR said:.

Hi SR Where are you? We should talk. Click to expand The Gen II option is a non starter. The electronics are all different etc. You'd spend a bunch of money getting it to work. I hope I can help you. Call me at Rebuild and modify. Or rebuild and add modifications to suit budget, if you're intending to keep long term.

If rebuilding might as well build it up some. Donating Member. With what ive seen on Ebay for motors, i would rebuild,,, It needs to come apart, and see if the crank, is repairable. If you where closer, i could help,,,.

Rebuild the original engine I'd also be interested in hearing "The Long Story" What is the cost of the gasket kit? Anything else you guys think I may need please don't hesitate to chime in Thanks again in advance. SR Johnnie Phatt Registered. Big cost will be labour unless you can do it yourself For parts prices just wander down to the Nice man at Suzuki parts and take a list of needs. And you wont know until its apart. If you hav the Money NOW is the time to say to heck with resale and build a big one or boost it jp.

Lodi Registered. If you wanted to upgrade to a gen 2 motor. I would find a wrecked gen 2 at an auction. They go for cheap. But I would pull the motor and see what the damage is. If the crank is bad you can switch to the gen 2 crank. You must log in or register to reply here. By , the Corvette had grown from the hp mill of to a standard hp on the LT1 and ponies pumping out of the mighty LT4.

Corvette has pushed the boundaries of the push rod platform beyond what might have been dreamed 20 years ago with capacity for much more with the right kind of modifications. The LS series has proven themselves on the street, track, and over the long run for durability and adaptability to a wide range of performance enhancements.

It is only natural therefore to consider mating the most modern technology to the C4 platform to bring it in line with the best there is to offer in modern times.

GM Performance made our decision really simple with the availability of the hp LS2 crate motor. For the purposes of our installation with the exception of electronics either crate application would work the same. Virtually everything about the LS platform is different from the old small block design. The LS is an aluminum block that in total is nearly pounds less than the comparable standard small block.

The motor mounts are positioned more central to the entire block which is also slightly shorter from front to rear than the standard small block.

Gone are the center siamese small block exhaust ports, now replaced with equal distance spaced ports reminiscent of the old big block design. The intake manifold is made of a composite plastic material and rides low between the valve covers. The eight exposed coil packs mount atop the valve covers. These differences present unique challenges when squeezing the LS2 between the C4 frame rails. This is especially true when choosing to use stock GM accessory systems. The overall width, length, height, and supporting structure of the LS2 initially puts it at odds with mating to the C4 chassis.

Our L engine mount supports were cut off of the factory k-member. L98 C4 engine cross members differ from LT1 models. The motor mounts are different, creating consideration for how to attach the LS to the frame. The L98 cars have large sheet metal motor mount braces that directly interfere with the accessory system on the LS motor. The LT1 cars have a more friendly mounting system that needs minimal modification to accept the LS. Finally, a small triangle has to be notched off the firewall on the corner of the brake support box next to the transmission tunnel.

Perfecting this swap would be impossible without a quality MIG welder, cut off wheel, and saws-all or other metal cutting device. All fasteners on the LS are metric. While the LS requires very specialized tools for rebuilding, none of those are needed on a crate application since we are not breaking into the engine. The remainder of tools and equipment are no different than any other engine swap including a hoist, jack, stands, and standard hand tools.

Quick disconnect fuel line tools are helpful for setting up the LS fuel lines. The project started with a used LS1 for engine fitment into the chassis. Using a junk LS1 from a 98 Corvette attached to a 4L60E transmission, we were able to begin the test fit process. Since the crate LS2 comes with the aluminum engine mount stands, we sought to utilize them in the C4 swap. Our test fitting revealed the need to cut the L98 frame motor mount stands flush with the cross member and make a minor notch to the firewall to clear the rear outer corner of the driver cylinder head.

Once these modifications were complete, the test assembly supported by jack stands could be positioned in the frame. The steering shaft and evaporator housing were installed to take measurements and ensure appropriate clearance.

It is important to temporarily install the windshield wiper motor to ensure positioning the motor to clear this as well. With the motor supported, we could test fit the hood and drive shaft for spacing and clearance making minor adjustments to our jack stands and positioning.

This gave us an accurate approximate of final engine placement so other areas could be addressed. While there is an ample selection of aftermarket accessories available for LS conversions, we decided to look into making the factory correct system work. For reasons we will explain later, we settled on using C5 accessories to complete the package. You won't have to remove this on your application since we determined that the engine fits. No turning back:. With the assembly removed, we trimmed along the sharpie lines with a cut off wheel.

This provides a secure flat surface to install motor mounts to attach to the LS aluminum engine stands. We then reinforced the passenger side cross member with additional support to compensate for the material removed to clear the accessories. The notch in the firewall was quickly patched with a fiberglass repair kit.

With the modification complete, we were able to slip the engine in place and move on to the next challenge. Engine mounting pads were fabricated using c-channel then welded to the L engine mounting supports.

Both engine mounts are in place and the engine is ready to be installed. Mounting the transmission:. Once the transmission is in place, the engine mounting fore and aft position can be determined. We elected to use a 4L60E transmission from a Silverado. However, the tail shaft housing is not compatible with the C4 C beam housing.

While it is possible to use a stock C4 transmission, other considerations would have to be made for the torque converter and mounting bolts. To overcome this, we built a bracket to adapt the newer transmission to the C beam mount. Taking overall measurements from the C4 tail housing, we constructed a bracket that mounts to the cross member flange and utilizes the machine casing hole on the upper part of the transmission housing for support.

There are a variety of ways to construct this bracket including using a 4 th generation F body 4L60E transmission which has horizontal mounts for the F body version of the C beam.

Our bracket slips into the C beam exactly as the stock C4 housing. With the bracket attached to the transmission in the car, we slid it into the C beam and marked through the C beam mounting bolt holes. No modifications were needed to the drive shaft to complete this part of the installation. Test fitting the assembly one last time, we made final measurements for drilling the motor mount stud holes. With the engine supported, the aluminum stands can be removed, frame drilled, and reinstalled with our custom Dodge truck motor mounts.

With all the systems in place, we were ready to drop the LS2 in the C4. We first prepared our transmission by installing a Scat shift kit and street fighter stall converter from TCI. We mounted the conversion C beam bracket back on the transmission and installed the transmission in the car.

This is the best time to mount, as there is very little room to do so once the engine is in the car. We lowered the LS2 in the engine bay and bolted it to the transmission, then installed the torque converter bolts. With the engine supported on the jack, we installed the motor mounts then bolted in the aluminum engine stands.

We installed the remainder of the accessories and bolted the drive shaft in place. Our new LS2 crate engine is lowered into place. The LS2 fits perfectly on the fabricated engine mounts. Heating and Cooling:. With the assembly securely bolted in place, we attached the assemblies and focused on the hot and cold connections.

A Z28 lower radiator hose fit like it was made for our car. The upper hose was easily handled by a Cadillac Deville V8 rwd upper hose.

The LS uses a steam line that comes off the heads to the left of the throttle body. It has to be plumbed back into the radiator system.