well after researching forever i couldnt find much info on this setup so i'll try to give as much info as i can.
i am using the bellhousing adapter from advance adapters for a jeep ax-15 to chevy w/ 168tooth flywheel
i had two tabs welded to the lower portion of the bellhousing to allow it to bolt to the motor with more bolts
tabs i had welded
the trans needs to be spaced 3/8" from the motor so a 3/8" spacer from summit was used. the spacer does not connect the entire circumference of the bellhousing so i cut some steel to extend the spacer the complete 360.
here is the spacer, see how it does not make a complete circle
the bellhousing needs to have a hole made in the side for the internal slave cylinder line to pass thru. *note: the slave from the na solstice will not work it is too tall, i had to order the gxp slave, it is shorter.
also the side of the bellhousing needs to be ground slightly around the starter for clearance
the bellhousing came with a new pilot bearing, however you must use a roller pilot bearing for a 2004 2.8l chevy colorado. it fits in the outer ring of the crankshaft allowing the input shaft to fit perfectly inside it. a needle style pilot bearing will sit too far inside the crank and not come in contact with the input shaft
the slave cylinder will need some spacers placed behind it, 3/4" for it to be completely compressed when the trans is mated to the engine.
I am using a LUK clutch, pressureplate for a Z06 vette with a 168t flywheel
the motor i am using has the batwing style oil pan from a c5 vette, which would come in contact with the factory solstice motor mounts, so rather than buying a new oil pan i just cut the stock mounts completely off and made some new ones
i also notched the frame rails to clear the bellhousing, and spaced the rack and pinion about 5/8" foward to clear the balancer
the c5 exhaust manifolds would not clear the lower crossmember, so i bought a used set of camaro manifolds on ebay
they are very shiny
i test fit the hood the other day, its a tight fit, had to cut the middle rib from the throttlebody, other than that plenty of room!
thanks, my plan is to have it done before spring next year, the only reason it will even take that long is because i am buying things as money allows, but all to be expected. cant wait to drive it again!
looking great so far! let me know how the wiring part of it goes!!
2008 Agressive Red GXP- Auto trans
Magnaflow Exhaust, Dejon CAI, DDMworks IC tubes, Dejon BOV spring, Solo High flow Cat, Trifecta tuned, HAHN Racecraft intercooler, Werks phenolic spacers, Snow stage 3 methanol injection, ASAP carbon fiber kit, fog light and backup light covers.
Just curious - are you a V8 fan and just wanted that in there? A tuned LNF would easily equal the LS1 output, otherwise, and would be dead easy to bolt in there. Although I know a lot of guys (self included) enjoy the fabrication exercise.
Anyway, nicely detailed swap thread, always nice to see good pictures and descriptions.
1957 Jamaican bodied MGA
1958 MGA Twin Cam (race car)
1962 MGA Deluxe Coupe
1965 Jensen CV8
1969 MGC roadster
1969 Lamborghini Islero S
1971 Jensen Interceptor
1988 Pontiac Fiero GT
2009 Pontiac Solstice GXP Coupe
Location: Parker Colorado, USA, directly above the center of the earth
I am interested in how you are planning on tuning the ECM. Which ECM are you using? One of the bigger challenges others doing swaps have had is getting the ECM to talk with the engine and the BCM. There are still issues with the cruise control for example.
When DDM Works started doing LS swaps, they initially could get the engine to run or the AC to work but not both at the same time. They also had to build a custom cable with specific pinout changes to get the BCM and ECM talking.
Rob the Elder
Green Dragon's chief mechanic
Carol's husband for 45 years
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