I think it should be about right if you look at the picture of the stock location in 90'rado's. I spoke with Red on Friday and the part number for 4.1" forward and not side offset is 81-420-294-08 for the F-body T56. He's coming out with a newer model that will have a bolt on offset arm instead of welded as the current one is. He said with the bolt on you can just send him back the offset arm for something different.
What is cost of shifter? I looked at S&P,but could not get to pricing page? I like the ideal of bolt on offset arm so if not satisfied with location you can send it back for better fit. It looks like 90' rado must be 6'13" by how far his seat is back.
From S&P it was $279 and $251 direct from Red were the quotes I had.
I'm not quite that tall. The bench just about had to be that far back to clear the shifter for 2,4 and 6.
gl18rider
I think I will look into ordering one of the shifters with the 4.1 forward but I would like to have it offset to driver by 2/3 inches.
90'rado & pnhigg
Where did you get the motor mounts? stock location or set back 1". Did you you use the Walbro 255 fuel pump? Whose wiring harness and what computer(411?) did you use? Stock Exhaust/Headers?
I found O Reilly has a 6 lug 11" front rotor p/n 81-125205 that is the about the same as the 5 lug 11"rotor on my truck now.
Last edited by Old Nash; 07-26-2010 at 12:17 AM.
I think the reason my driveshaft had to be changed was both the v6 and the 5 speed. The 5 speed is shorter than a 700R4 4L0E.
If I hadn't shortened it, I would have had to move the rear end back a few inches.
I figured it easier to shorten the shaft
'92 Fullsize, swb rc
5.3L/T56 conversion, comp XR275 HR cam .566/.568 lift 222/224 duration 112 lsa, crane dual springs, trick flow push rods, K&N Filter, Nelson Performance tune, Keisler shifter relocation kit, Boyd Coddington Smoothie II 18x8 235/55 up front, 18x10 295/45 out back, 2/4 drop, eaton lsd w/4.56 gears
Old Nash, I'm still running a SBC in my truck for now. I think S&P sells the motor mount plates which bolt to the LS block, and then your regular SBC "clamshell" mounts bolt to those. Walbro 255 should work great for a 6.0L. 411 seems to be a pretty common PCM to use for the LQ4 swap. I'd try to get the harness from the donor truck and then you can either merge that harness with the one in your truck, or send it off and have it done, I think S&P does that too. It shouldn't be too hard though, you'd just basically rip out the old ECM and most wires associated with it, leaving wiring for chassis electrical stuff, ya know wipers, headlights etc.
Thanks for posting up that p/n on the 6 lug rotor, I might have to buy new ones. I'm going to try to use the 6 lug rotors off a parts truck I have first and see what gives there.
I'll probably use these headers once I do the LQ4 swap
http://www.schoenfeldheaders.com/LS1-TRUCK.htm
Last edited by 90'rado; 07-26-2010 at 09:01 PM.
I have the wiring harness/computer for the 05 LQ4 motor. I was wondering what the advantage was to using the 411 over the 05 computer(9463). I found a guy on ebay that will rework harness for $200 and another that has new harness for $549 that mounts computer in the cab.
I found a 14 bolt/6lug/SF with 4:11 that I am going to look at. I didn't know that you could get a 4.3/5sp in a early 90 's 2500 w/14bolt. I will change my front rotors to 6 lug if I get RE.
It seems I need to shorten my driveshaft as well a few inches (just got the engine/trans mounted the other day). My stock setup was 305/5spd. I went with the trans adapt mounts listed on the Schoenfeld page for the headers which I also ordered.
Any clearance problems with the Schoenfeld headers ? I would like to see picture of McLeod shifter(4.1 forward) mounted in truck (w/seat) if thats what you use. Does the trans adapt mounts it in the stock position?
I am gathering information/parts for everything needed to do this before I start. I don't want truck setting a year to get it running.
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