Not wanting to give the transmission a reason to fail, l went with 8an flexible lines and 1/2 aluminum rigid lines up to the cooler on the radiator. The radiator we used also had 3/8 npt ports on the cooler. Many of the radiators we looked at had 5/16 inverted flare cooler ports. We did not go with a liquid to air cooler because this transmission apparently does not like the fluid too cool.
More cooler line details.
The exhaust guy is done. He is really good at cutting and routing the pipes. The owner had seen his welds on another customer's truck and ask him to just tack everything together. Then he had another guy finish weld everything. The guy was fine with that! 
A few engine pictures.
Engine mount adapter plates.
From the top with motor covers installed.
Most of the aesthetics (paint, graphics, etc) we're done by the owner. I greatly appreciate and enjoyed working with a more generous budget than I would allow myself. The owner is a good friend of mine and I also enjoy working with him. The first project we did together was installing a roll cage in his track day 350z. Yesterday I pulled the rear differential cover because the rear end had some drag when you spun a wheel in park. Like a worn out posi. Sure enough it was a posi. So I ordered a fresh set of clutches and springs.
A few thoughts on what I learned along the way and how I might have done this in a manner closer to what I am willing to spend. The L83 5.3 truck motor may be more affordable to purchase. With 355 hp stock rating it is no slouch. As a side note I believe that the 5.3 needs its pistons flycut for valve clearance in order to run some aftermarket camshafts. If you are comfortable not having direct injection, Mast offers a LT2 intake reworked with port injection including the injectors and fuel rails for around $700. This permits running the gen4 LS ECM setup as both motors use 58x by 4x crank and cam sensors. This intake fits both 6.2 and 5.3 heads. This could save money on the harness, ECM, fuel system, and tuning. The gen4 ECM however is not capable of coexisting with the 8Lxx or 10Lxx transmissions.
I get the attraction of being an early-adopter for new technology, but as far as end results in a hot rod, what is the payoff of going with the Gen V rather than the more established Gen IV technology?
Any dyno data that I can find does not show the Gen V to be a game changer and the cost to go down this path is not for the budget constrained builder. Bragging rights perhaps?
In reply to NOHOME : For the most part I agree with you. This design has been in production for 10 years now, at some point if you want a lower mileage motor it will be the way to go. As usage increases aftermarket prices will decrease. As of right now the LS is definitely less expensive to swap. I am glad I did this but I am also glad it was not my budget. The owner is happy and likes having a combination that isn't at every car show. My own stuff will still be LS for now. I am sure I have managed a gen3 LS swap for $600 before. Of course doing my own harness mods and Using HP tuna.
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