Sept. 3, 2012 6:55 p.m.

The shortblock is a GenIII iron 6.0L bored 0.030" to 370. On top of that are 243 heads with a LS6 camshaft, LS2 intake, a 92mm throttle body, shorty stainless headers and f-body front drive.

Behind the engine is a T56 with Hurst short throw and hydraulic clutch conversion, 3.73 rear gears, Eibach Pro Damper shocks and struts and Maximum Motorsports full length sub-frame connectors. [/B]

Run_Away Reader
Sept. 3, 2012 7:26 p.m.

Awesome! I'm too lazy to check, are new edge mustangs lighter than 4th gen Fbodys?

Jaynen Reader
Sept. 3, 2012 7:50 p.m.

I approve but what possessed you to do something so many would say is blasphemous?

Ranger50 UltraDork
Sept. 3, 2012 8:22 p.m.

New Edge vs 4th gen in weight, given this looks like a blown up V6 previously, maybe 100-150 pounds lighter.

Nothing blasphemous about this swap. there are a million of them floating around on LS1Tech or Yellowbullet. It is almost like they came from the factory this way.

CarKid1989 Dork
Sept. 3, 2012 9:48 p.m.

easy swap?

we need more detaisl

Moving_Target New Reader
Sept. 3, 2012 9:53 p.m.
CarKid1989 wrote: easy swap? we need more details!

Yes, please.

I've had some minor dealings with the 4.6L turd..I mean engine and like to have a cost breakdown/effort level kinda thing.

Ranger50 UltraDork
Sept. 4, 2012 7:50 a.m.
CarKid1989 wrote: easy swap? we need more detaisl

Given this car, 79-04, is the the modern day 69 Camaro, there are plenty of LSx specific parts available or before the parts were available and/or you want to be cheap cheap, you can modify some of the mod motor parts to work with the LSx. The ECU for the LSx can be run in speed density form, like above, if you want to eliminate the MAF. The ECU has been cracked for years, so it is real easy to dump the emissions and get into a very simple harness needing only power and ground hookups.

There is more, but that is the gist of the swap problems encountered.

mustangjames New Reader
Sept. 4, 2012 11:03 a.m.

The swap was very easy. Drilled 2 new holes in the factory transmission crossmember and made a couple motor mounts to sit on the factory stands and. Found a set of shorty stainless headers on ebay for $180 shipped, made some mid pipes to connect to the cat-back and the hard work was done. I build LS engines for a living and we offer stand-alone PCM/harness kits for around $800 which also includes the entire fuel system. Used a Walbro GSS340 in-tank fuel pump. The drive shaft needs to be lengthened a couple inches, I still have the factory 7.5" in the back (scary) with a Ford Racing differential and LPW stud girdle cover, eventually that will be swapped for Cobra IRS. Granted I get parts at cost and can do all my own machine work, but I think the average guy could very easily have this swap done for under 5k, even less if you start with a 5.3L bottom end.

Sept. 4, 2012 2:21 p.m.

Looks like it freed up a TON of engine bay real estate. I was considering a LSx swap in my P71 before I scored the super cheap 5.4L. As a Ford fan, I still approve of this swap.

mustangjames New Reader
Sept. 4, 2012 4:59 p.m.
Conquest351 wrote: Looks like it freed up a TON of engine bay real estate. I was considering a LSx swap in my P71 before I scored the super cheap 5.4L. As a Ford fan, I still approve of this swap.

Funny how a v8 could take up WAY LESS room than a v6!

Sept. 5, 2012 12:58 p.m.

In reply to mustangjames:

PM to pick your brain!!

dj06482 HalfDork
Sept. 5, 2012 8:26 p.m.

Hotlinked for your pleasure:

April 13, 2013 7:36 p.m.

Definitely want to do this SWAP

warpedredneck Reader
April 14, 2013 7:16 a.m.

In reply to dj06482:

holy smokes! didn't realise there was that much of a difference

akamcfly HalfDork
April 14, 2013 7:37 a.m.

This has the old cogs turning...

An older v6 stang with that 4.8 Gen 3 twin turbo there was a thread about before...

That would be something other than else.

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