Part Four: The Fuel System
1. To provide fuel to the...
1. To provide fuel to the engine, this custom S&P rear exit fuel line was added. It runs down to the framerail where it connects to the factory fuel lines.
2. A '99-and-up Corvette fuel...
2. A '99-and-up Corvette fuel pressure regulator and filter kit was mounted to the passenger-side framerail and connected to steel braded fuel lines via AN-6 fittings. The new lines were then run to the rear of the chassis, where they meet up with a new fuel cell.
3. The really cool part about...
3. The really cool part about S&P's replacement fuel cell is that you can ditch the one that originally sat behind the factory bench seat. That adds precious cargo room inside the cab. But, this cell also features the correct sending unit to work with your fuel level gauge, ports for return and supply lines, and an in-tank electric fuel pump. Don't forget you'll need to shave the fuel filler hole in the rear cab pillar if you swap tanks.
Part Five: Steering & Cooling
1a. S&P's accessory kit adds...
1a. S&P's accessory kit adds a factory GM power steering unit. In some applications, there's enough room to have a self-contained fluid reservoir, but in this truck the reservoir had to be mounted on the core support like factory big-block trucks had. The factory steering box is connected to the pump using supplied stainless steel braided lines. It's important that the lines be rated for 19 inches of vacuum, not pressure, and that these smaller GM power steering pumps use cold climate fluid. This keeps steering noise to a minimum.
1b.
1c.
2. Griffin provided a custom...
2. Griffin provided a custom aluminum radiator that had both outlets on the passenger side and integral electric fan mounts and a built-in trans cooler.
1. Before installing the new...
1. Before installing the new trans, the engine is adjusted so that the rear is 1-1/2 to 2-1/2 degrees down. This is done to put the driveline in proper alignment with the rearend yoke, keeping the U-joints happy.
2. The 6L80E AOD trans is...
2. The 6L80E AOD trans is bolted to the rear of the engine and then the tail housing is replaced with one for a late-model pickup driveshaft. A custom driveline is then built because the overall length of this engine and tranny is different from the old TH350 and small-block engine that it's replacing.
3. Next, S&P's 2-inch drop...
3. Next, S&P's 2-inch drop rear trans crossmember attaches the 6L80E to the chassis.
4a. The trans cooler lines...
4a. The trans cooler lines are connected from the driver's side of the radiator to the same side of the trans.
4b.
5a. The owner of this truck...
5a. The owner of this truck wanted a column shifter, so this Iditit steering column designed for a 700-R4 was installed. Contrary to popular belief, this six-speed trans only needs a shifter with four forward gear selectors. The Fifth and Sixth overdrive gears are shifted electronically using inputs from the electronic throttle position sensor and manifold absolute pressure sensor, which are already on the engine.
5b.
6. Lokar offers an adjustable...
6. Lokar offers an adjustable column shift linkage if you'd like to keep your factory steering column intact. This Ididit arrangement that came with the column worked out just fine.
Tech Tip
New Tranny = New Tricks
GM loves to be innovative and change things up. There are several versions of the 6L80E tranny in service in various cars and trucks now. The trans used in this truck is the one that comes in the Pontiac GTO and G8 sedans. The fluid pan is 3/4-inch shorter than the pan in the Cadillac version of the same transmission. The interesting thing here is that although this trans has six forward gears, two of them shift electronically, so you can re-use your stock column shifter. Another interesting feature of this tranny is that unlike others, it does not have a dipstick. So, how do you add fluid to it? Well, there's a plug in the side of the trans that is used to fill it. There's another plug at the rear of the trans where the fluid will come out of when it's full. The filling procedure requires warming the trans fluid to 100 degrees, raising the truck in the air safely, and then pulling the plugs and adding the fluid.
Part Seven: Wrapping Up the Install
1a. All LS-series engines...
1a. All LS-series engines use a drive-by-wire accelerator pedal assembly to actuate the throttle body. That is unless, you purchase an aftermarket cable conversion or ditch the fuel injection in favor of a carburetor. S&P fabricator, Guy, built this adapter to mount a '09 Corvette pedal to the firewall of the '68 C10
1b.
2. The LS-3 uses a credit...
2. The LS-3 uses a credit card-style mass airflow sensor and S&P incorporated it into a twin horn air intake. It's important that the maf sensor be matched to the computer so if you grab your drivetrain from a boneyard, be sure to get the MAF sensor and computer from the same vehicle you scab the engine and tranny from.
3a. We need a way to light...
3a. We need a way to light off this monster and because this is the new millennium, a computer will do the job. There are a lot of places to hide the brains of this operation and S&P chose to put this one behind the glove compartment for easy access.
3b. After checking for leaks...
3b. After checking for leaks and double-checking all hose and wiring connections, James loads S&P's own program into the computer and the transmission, then makes final calibrations before taking the truck for a test drive.
4a. Here's a good look at...
4a. Here's a good look at the completed engine swap. The serpentine belt system looks great and functions beautifully. The Corvette engine cowling screams performance.
4b.
4c.
Part Eight: Power to the Pavement!
A weak rearend is a surefire...
A weak rearend is a surefire way to break stuff and having the right gearing is imperative to taking advantage of an AOD trans. Our test truck features a new 12-bolt limited-slip differential, 3.73 gearing, 35-spline axles, and 12-inch disc brakes. A DTS rearend cover add lateral bracing and great looks as well.
The Man and His Truck
Craig McLaughlin of El Dorado, Kansas, is the lucky soul who gets to mob this bitchin '68 Chevy now. It's got the right stance, killer rolling stock, and now one of the baddest drivetrain swaps we've seen in a long time.