LS Swap for dummies

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lordbater

lordbater

10 Year 15 Year
Joined
Sep 4, 2008
Threads
45
Messages
496
Location
Houston
Website
www.andrewsshizzle.com
'91 FJ80 (think I lost a head gasket yesterday.)
I have a buddy that has some experience with the LS Swap into 40's, that will likely do the work for me.

I've searched the threads here, but haven't really found what I'm looking for.

My plan is to get a fairly definitive parts list and start collecting parts.

Can someone either point me in the right direction, or help me compose a list?

I want to use the stock tranny, and get away with as little mods as possible.
Some questions are:

Where is the best place to find a used motor?
I want it with all the accessories, alt, compressor, etc.. right?
wiring harness?
what's the best source for things like flex plates, bell housing adapters, motor mounts?

Any help appreciated.

Thanks

Andrew
 
Cool, thanks.

I think I'm going to do the Head Gasket, but continue to compile information about the LS swap using the Toyo Tranny.

I'm going to start with a list of questions, see if I can find answers, then bounce the rest off of you guys..

If you haven't already, check out the pic of my sweet ass blown radiator..

https://forum.ih8mud.com/80-series-tech/496174-91-3fe-radiator-options-2.html#post6769498

a
I'll see if I can't come up with some sort of list that may be FAQ worthy..
 
Marks adapters bell housing and t-case adapters trash stock tranny 4L60E no driveline mods I have a stroked LS and kept stock radiator was planning on switching but have had no issues.
 
I have a '91 FJ80 and a LS 5.3 L33 that a local shop will be swapping. I didn't realize people were using the stock transmission. Does anybody have any real world feedback regarding using the A440 with a V8 power plant? On one hand people say how bulletproof the A440 is and the other hand they claim it is old tech or sub par. I'm thinking I could save some substantial money if I can use the A440?! I already have a late model 4L60E which I'm trying to sell for an earlier model that will communicate with my 2006 engine. Don't mean to try to hi-jack your thread but I'd love to hear what people think.
 
cruiserhound said:
That sounds nice but is it worth a few extra thousand dollars in labor and parts. They're both 4 speeds correct? They probably have slightly different shift points. The new transmission probably shifts smoother?
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Everyone’s situation is different I guess, but it didn’t cost me any extra. Yeah, it requires use of an adapter to mount to the t-case, but you’ll have to adapt the Toyota trans to the GM motor somehow if you keep the 440. Another plus is if needed I could have another GM trans in hand in almost a snap of a finger.

No way I’d run the toyota trans.
 
cruiserhound said:
That sounds nice but is it worth a few extra thousand dollars in labor and parts. They're both 4 speeds correct? They probably have slightly different shift points. The new transmission probably shifts smoother?
Click to expand...

Shift points is a big plus as the trans is tuned for the out of the motor but moderns trans (electronic) have the ability to tune shift firmness as well as firmness based on engine output. That makes it more efficient and last longer a non tuned trans will slip more generate heat shortening its life or shift so firm it’s uncomfortable to drive. In the old hydraulic type you can’t have both. Modern you can but it has to be tuned/ programmed right. Using a engine/trans combo that’s OEM your there stock tune works. swap and you have to go custom. Trust me I hated this concept and tried my conversion without custom stuff. Made it work but when I spent the money on a tunable controller I wished I had done it sooner. Night and day. My trans is newer electronically controlled a343f but only half of the control a modern trans(any behind a LS) would have I fight rail pressure adjustment as it’s mechanical on the 80 series so head to gear does not have different tables. 1st to 2nd gear slams in and 3rd to 4th is to smooth. To smooth equals more slip.
 
cjmoon said:
Shift points is a big plus as the trans is tuned for the out of the motor but moderns trans (electronic) have the ability to tune shift firmness as well as firmness based on engine output. That makes it more efficient and last longer a non tuned trans will slip more generate heat shortening its life or shift so firm it’s uncomfortable to drive. In the old hydraulic type you can’t have both. Modern you can but it has to be tuned/ programmed right. Using a engine/trans combo that’s OEM your there stock tune works. swap and you have to go custom. Trust me I hated this concept and tried my conversion without custom stuff. Made it work but when I spent the money on a tunable controller I wished I had done it sooner. Night and day. My trans is newer electronically controlled a343f but only half of the control a modern trans(any behind a LS) would have I fight rail pressure adjustment as it’s mechanical on the 80 series so head to gear does not have different tables. 1st to 2nd gear slams in and 3rd to 4th is to smooth. To smooth equals more slip.
Click to expand...
Thanks for the knowledge @cjmoon. I don't have as much experience as a lot of guys on here and was hoping to save a few bucks. I appreciate the feedback!
 
cruiserhound said:
I was hoping to save a few bucks..... I have the Mark's Adapter and some other parts. I'm sure I'll be doing the 4L60e. Thanks for your input @thatcabledude
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Throw a Corvette servo in it. It's like $25 and a few minutes with the trans in front if you.
 
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