If you do anything... a good theme to follow is (don't re-invent the wheel). Pay attention to what common swaps are out there, and what others have done, plus what if any support there is for different engine/transmission/transfer-case configurations there are. Then consider your mechanical abilities, what will you have to pay for and or get someone else to do. If you have problems and you deviate from the mainstream approach, how likely will you be able to resolve the issues yourself or ...are they even resolvable.
Yes I'm very aware that in the world of "hot-rod" and fabrication and "stuff" many combinations can technically work. But you want to consider what is known to work, because I presume you want to drive this thing and likely will be in remote areas and so forth and should something happen you would like a fighting chance to be able to fix it or get another part. Also of course who is going to fix this thing once you do an engine swap.
Take the time to read through the various engine swap threads on this board. You would be well served to replicate what has already been done and what you find support for. A simple search at advance adapters web site and some of the web sites dedicated to engine wiring harnesses would point to 5.3 or 5.7 engine and then also to either a GM transmission (manual or automatic) and then to various adapters that work with each and the LC transfer-case.
The LC has a fairly rigid finite space under the hood with some clearance issues on the left and right (frame) and constraints from the distance from the firewall to the radiator core and this applies to the known swaps with the 5.7 and 5.3. Another issue that seems to come up a lot is the front drive-shaft clearance at the engine or transmission.
My metric for swapping engines was fun, simply that. Along with the fact that I wanted a power-plant that I could walk into almost any parts store and have parts available and I was not dealing something where parts were discontinued. I think the best I have gotten in mpg is around 15 on the hwy or approx, in town it might be 10 or so. I checked all of that one time and that was to just see what it was doing.
Yes a carb setup is the simple approach I'm not here to argue the approach...if thats what you want to do then thats fine, pending your approach to use, I'm just offering that FI is a better choice pending use of the vehicle. Yes there are many modifications that can be made to the engine etc. I think a good logical approach is to run basically stock or potentially something that approaches a "towing" camshaft profile and works on regular gas. Offroad its a lot of low range 1st and 2nd gear depending on where you go, you just don't use the high end rpm power, you want low end power, in the low end of the rpm range.
You may have emissions issues depending on where you live. Remember its a good idea to replicate what others have done, where possible. Also a good idea to replicate cooling solutions and exhaust solutions that are known and likely mirror a stock OEM configuration where possible. People have spent some time and R&D on the 5.7 and 5.3 solutions...so there are known solutions between these two engine families and there are known combinations that make sense.
Read the threads from those who have done the engine swaps and those who have experience with them and own one and use it.
here is something to read, there are others too but very informative read.
I've been dreaming about a V8 swap in my 60 for years, but it hadn't been possible. Until now. I was toying with the idea of building up my wife's LX450 when she retires it and turning it into a cross country wheeling machine. However when I started adding up everything I wanted in it, it was...
forum.ih8mud.com
, ford windsor block 351 or mopar 360. the 351 is some poundage lighter than a sbc. the 360 mopar i've not delved into
