On the longer cranked 6.0s you could run the stock flat 6 hole flywheel and just enlong the 3 holes the 60e converter uses...same distance from the block overall as a 4.8/5.3/6.0 with dished out flywheel or 6.0 with flat flywheel and spacer..
On the longer cranked 6.0s you could run the stock flat 6 hole flywheel and just enlong the 3 holes the 60e converter uses...same distance from the block overall as a 4.8/5.3/6.0 with dished out flywheel or 6.0 with flat flywheel and spacer..
Last edited by ecld_07; 08-19-2011 at 12:56 PM.
Slowest in Oklahoma...
The pilot on the convertor sticks out too far to do that when he's trying to keep the old style 6L with the new style 60e trans.
See my truck data in the "My Garage" section here... http://www.ls1truck.com/forums/my-ga...tml#post191709
Oh weird. There's multiple people around here that have done it over the years and havnt had any issues. Maybe lucky.
When you have a 2001+ 6L it's easy to convert an early 80e to it. Going older 6L to LS based 4L60e is tougher.
See my truck data in the "My Garage" section here... http://www.ls1truck.com/forums/my-ga...tml#post191709
what do you mean by a "early 80e"? like a 1995 80e?Originally Posted by RedHeartbeat
yeah, the older 80e were setup for the SBC crank length and won't bolt directly to the LS based engines without work, albeit the 1999-2000 6L that was designed specifically to work with the SBC design 80e setup. The only way to get them to work with the LS setup was a custom built convertor. I have heard tale that the later 80e convertors were designed to work with the LS flexplate but I've never touched one that does.
See my truck data in the "My Garage" section here... http://www.ls1truck.com/forums/my-ga...tml#post191709
I ran the a 2000 long flange crank with a flat flexplate and a 02 60e with a yank converter and didn't have a problem. The hole for the snout was deep enough that there wasn't an issue just had to elongate the bolt holes.
1983 Ford Ranger- 2.3 to 205k mile 6.0 swap
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