Let's say you had a C5 torque tube, transmission, differential and everything and you wanted to bolt a old school 350 (specifically a 1991 5.7 roller block) to the assembly.
What flywheel would you use to mate to a LS1 clutch to make it work?
Also, is anyone shopping for a LS1 
I have one.
don't have an answer or budget for an LS1 but it's a funny ask.
IIRC LS1 had a 168 tooth flywheel
As far as clutch wizardry goes, use the pressure plate for the flywheel and the disk for the shaft. Which is probably the same spline that Chevy has used since forever.
Which means, really, you probably just just use any diameter flywheel as long as you had the right starter and clutch spline.
You might need a spacer between the bellhousing and engine depending on how things stack up. If you do, that's as easy as the cheapest BOP to Chevy or vice versa adaptor/extended dowels, and a little drilling to make the Chevy pattern throughholes.
In reply to QuasiMofo (John Brown) :
Does Angry know about the LS1?
This is what I would start with hoping that GM was as lazy as they normally are and that the pressure plate bolts line up. Internal slave cylinder should be easy enough to shim to where it needs to be.
LUK LFW103 $37.79 - 168tooth flywheel for 12" clutch used in 80's square body 5.7L manual applications
PERFECTION CLUTCH MU501851 $124.49 - 11-11/16" LS1 clutch for flat flywheel
In reply to 11GTCS :
Not yet. I'm not out completely on the idea of keeping it in the tub as it sits but it's a great way to shuffle cash in for the build. Until I know what I would actually need I am keeping everything off the market.
QuasiMofo (John Brown) said:In reply to 11GTCS :
Not yet. I'm not out completely on the idea of keeping it in the tub as it sits but it's a great way to shuffle cash in for the build. Until I know what I would actually need I am keeping everything off the market.
Oh, I'm aware, I just don't have space for it. Some future iteration of MonZora will get an aluminum block Gen3 or Gen4, but it's probably too early to start collecting parts.
I'm sure plenty of people have bolted Gen1 engines to Gen3 transmissions. Is the Y-body transmission any different than an F-body transmission in how it bolts to the engine?
AngryCorvair (Forum Supporter) said:QuasiMofo (John Brown) said:In reply to 11GTCS :
Not yet. I'm not out completely on the idea of keeping it in the tub as it sits but it's a great way to shuffle cash in for the build. Until I know what I would actually need I am keeping everything off the market.
Oh, I'm aware, I just don't have space for it. Some future iteration of MonZora will get an aluminum block Gen3 or Gen4, but it's probably too early to start collecting parts.
No it is NOT. Gen3 5.3s from the midsize SUVs are still cheap. That won't last long.
I can find them pulled from Raniers for under a thousand. People don't want them because the oil pan is weird and they don't take to forced induction as well as the Gen 4 engines with their better rods. But they're aluminum block 5.3s, and when the easy pickins get more and more expensive, people will buy these up and upgrade the internals, maybe bore them out for 5.7 pistons.
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