Gen 5 LT swap? What would it take?

[JadXtreme]

Really considering the possibility of swapping a Gen 5 LT1 into my G8. I know that the new LT is an LS variant and it "should drop right in." I would plan to use the stock G8 PCM and make the fuel rail and maybe the LT1 fuel injection work in the G8. Am I just dreaming here or should it be not too much to it?

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[firefighter]

You're going to have to find a tuner and talk to them first. The mechanics of it possibly aren't that difficult.

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[Zodiac]

The Gen 5 LT1 is DI. I foresee some issues with this one. It's not gonna be easy as other swaps.

[Unavowed]

The Gen 5 LT1 is DI. I foresee some issues with this one. It's not gonna be easy as other swaps.

This. After you do more research you'll see why this isn't feasible. What is your reason for wanting to use that engine?

[Slizzo]

Entirely new fuel system needed, yup.

[JadXtreme]

It was a thought. I guess one could use the LS fuel injection or will it not fit? Custom fuel rail isn't out of the question. I haven't set on this kind of swap. Just weighing my options as my L76 is knocking and need to decide what I'm going to do.

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[Unavowed]

Do you understand what direct injection is?

[JadXtreme]

I haven't studied it. I understand that it is different from LS injection and has a fuel pump that runs off the cam. Other than that, I haven't read extensively in to it.

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[Greg@PacePerformance]

you will need 100% custom headers also, but I think that would be the least of your conserns with that swap. The best way to do that swap would be to use the Holley EFI Dominator system piggy packed onto the stock ECU and other modules.

The stock G8 fuel system will work just fine as the pump in the tank would just be a lift pump with that swap.

-Greg

[JadXtreme]

Sounds like unless I can find a 6th gen SS to pull the LT1 out of it, I'll be sticking with the LS.

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[Unavowed]

Sounds like unless I can find a 6th gen SS to pull the LT1 out of it, I'll be sticking with the LS.

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No. Even if you found a donor motor, you would have to rewire the car to get it to work. There is no value proposition here. I'll ask again; why? What are your goals? Power? MPG? Reduced emissions? Novelty?

[firefighter]

LS3 is the logical choice. Direct drop in with about 70HP bump bone stock. Add headers and a tune and you'll get way more. Do more work and well you get it.

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[Unavowed]

Or LS7, or LSA or LS9. ALL much easier to swap than a new DI motor.

[firefighter]

LS7 and LS9 are both dry sump that complicates things the LS3 and LSA are both easy drop ins.

The LS7 & LS9 would be more awesome though...

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[Unavowed]

LS7 and LS9 are both dry sump that complicates things the LS3 and LSA are both easy drop ins.

The LS7 & LS9 would be more awesome though...

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Agreed, but still easier than figuring out how to make DI work.

[JadXtreme]

Y'all have effectively talked me out of using a Gen 5 anything. Lol. It was more of a hypothetical based upon if I could get a wrecked 6th gen SS. Gonna stick with either building my L76 or getting a wrecked 5th gen for the LS3, trans, rear end, and wheels for the G8 GT.

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[Unavowed]

Get a LSA out of a wrecked V, sell the blower, put your intake manifold on it and an AGP twin turbo kit along with supporting fuel system mods. 800-1000 rwhp easy.

[MIEngineer]

I am not saying it can't be done.

But the G8/SS chassis is a different architecture than the LT application...there are some differences...packaging...

Dirty Dingo sells adapter plates, I am sure many others do too [I am not affiliated with them, just popped up]

On top of the DI, realize that even the SS switched to a non PS system, so you will need to adapt the PS system from the G8 over.

I'd probably give the LT more time to mature.

[Greed]

Wouldn’t take much at all when you really dig into this swap fuel system would go from mechanical returnless system (what I believe the V8 G8s have) to a true PWM returnless system that has the fuel pumps controlled by Fpdm like many of the Ford cars have and an inline fuel sensor. Routing the fuel system would relatively stay the same from the tank up until the high pressure mechanical fuel pump, then DI takes over. Getting this in the car and having it run would be the easy part, headers is simple, buy G8 ls headers remove ls flanges and weld on some Gen 5 flanges and be done.

Now having this drive like a stock car is where the problem really is. The two biggest issues (one has already been tackled by a hand full of companies) is powers steering (Gen 5s have electric power steering, but again customs brackets have been made to allow one to add a power steering pump) second and what I feel is the main reason these swaps can’t be done at the moment would be getting the G8 gauge cluster to communicate with the Gen 5 engine, and what happens to the BCM? Does it still work correctly with the original G8 ecm disconnected can-bus makes this almost impossible. A whole car isn’t needed for this swap to actually make this run, stand alone harness to control the L83, L86 or LT1 and transmission either a 6l80 or a 8l90. For V8 guys this is pointless when a proven route has already been paved for making more power, but for v6 guys if there is a way to have the BCM act normal and have the cluster gauge run like stock and communicate with a Gen 5 engine this swap is totally worth it. To go from a v6 5 speed to the latest and greatest Chevy V8 with an 8 speed automatic with he potential to do throw a LT4 supercharger on top in a G8 would be bad ass.



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[Greg@PacePerformance]

Getting this in the car and having it run would be the easy part, headers is simple, buy G8 ls headers remove ls flanges and weld on some Gen 5 flanges and be done.
How does that fix the fact that the LT switched the intake and exhaust valve positions so the exhaust ports have moved? Lining up the G8 header tubes onto the LT flange would move the header around too much and cause interference with other vehicle components. Customer headers would need to be fab'd IMO.


Piggy backing to the stock ECU is really the only way to get this engine to integrate with the G8 systems.
-Greg

[Greed]

How does that fix the fact that the LT switched the intake and exhaust valve positions so the exhaust ports have moved? Lining up the G8 header tubes onto the LT flange would move the header around too much and cause interference with other vehicle components. Customer headers would need to be fab'd IMO.

https://uploads.tapatalk-cdn.com/20170921/8255296e2b653f0bd36c30216168ed28.jpg Seems as if even with the switching of the intake to exhaust side and vice versa it didn’t really affect the placement of the headers at all, if it did from this pictures it wouldn’t be enough to make it a an issue “it seems”. That’s a Gen III/IV exhaust gasket being compared to a Gen 5 L83 block. (Picture is not mine)

Edit: I get what you are saying now. Only one way to find out though (someone has to try it lol)



Piggy backing to the stock ECU is really the only way to get this engine to integrate with the G8 systems.
-Greg I agree, but it seems this can be done though if one really wanted to do it. If a G8 GT header can fit (which I believe it can) the biggest hurdle is piggy backing the system to allow it to function like stock I think.


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[Unavowed]

It's really a bad idea. The cost of the motor itself, plus all of the little things to make it work, plus labor will easily be more than what the average G8 is worth. For less money and WAY less complexity you can build a bulletproof LS3 with your choice of FI and make all the power you want. There is no value proposition in reinventing the wheel here.

[Greed]

Whether it is or it isn’t I’ll never discourage anyone from trying anything, that actually possible this is what hotrodding is, if He was trying to stuff a coyote engine in here than I would understand saying it’s a bad idea, but this a GM engine in a GM car just have to use your brain or pay someone for their brain bit more these days with these newer engines. If we all had that mind set all the time Gen III and Gen IV would have never made it this far when it comes to ls swaps and such


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[G8 GT V8]

I went from a mild build L76 G8 GT to a stock C7 and absolutely love the LT1, but for the ease of the install, I would go with an LS7 converted to a wet sump setup or go with the LS3 from a Corvette or manual Camaro. I say that because the auto Camaro engine is an LS3 variant called the L99. It comes setup with DOD and variable valve timing which most prefer not to use. If your L76 is salvageable, it would also be a great engine to build, but the money spent on it and DOD delete could go towards the other options. You can't really go wrong with any of them. Just depends on how much power you want and what your budget looks like.

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[-Ray-]

It's really a bad idea. The cost of the motor itself, plus all of the little things to make it work, plus labor will easily be more than what the average G8 is worth. For less money and WAY less complexity you can build a bulletproof LS3 with your choice of FI and make all the power you want. There is no value proposition in reinventing the wheel here.

I have to agree with you. Having a unique G8 is no longer a thing.

[Unavowed]

Unique is one thing. Going down a rabbit hole you may never get out of is something else.

[pir4te]

I have to agree with you. Having a unique G8 is no longer a thing.
The main difference between a updated L76 and an LT1 is of course direct vs port injection, but in terms of efficiency and reliability I would argue a similarly spec'd L76 with VVT AFM cam, forged relieved pistons, is still a much better path than the LT1.
I understand the advancements enabled by the e92 ECU offering exotic AFM and VVT tricks, and plug and play with the 8 and 10 speed trans, but you can cover all other bases with a well designed L76 build.
Using raised CR, VVT and AFM you can easily surpass the LT1 output and retain 550 rpm idle, 27-30 mpg, better than 93% LT4 peak output. But all motor.
Reckon this is a logical upgrade path when you look into ECU, protocol and tuning issues with a swap. I use OS segments from the 2016 Stingray e92 tune in our e38 and get most of the practical Gen V advances with an updated L76. Without the drawback of DI.
In terms of reliability (of high CR+VVT+AFM+e85), this is my daily, done 190,000 miles (7.5 x circumnavigation of the earth).

[BobinHSV]

The Gen V requires a high flow, stable pressure fuel system. There is a separate Fuel pump controls module that maintains 58 PSI and a guaranteed fuel flow. Used PWM on the pump. If the fuel system is not correct you can starve the DI pump and ruin it. Also, has no provision for a P/S pump since all Gen V cars have Elec P/S. The P/S pump position is occupied by a Vacuum boost pump for the brake booster. I considered this engine for my swap into a 1987 El Camino. I have a L86 in my Escalade and a LT1 in my Corvette. The difficulties right now don't justify the effort in trailblazing to put the LT series in older cars. I am going with a de-DOD'd L76 and 6L80E.