Will a transmission from a small block Chevy fit on a Chevy LS series engine. Or visa Versa will a transmission from a LS Chevy fit on a small block ?
I'm not worried about will it work or even bolt up. My concern is are the alignment pins in the same location?
If I remember correctly, only one bolt doesn't line up.
But the alignment pins put the pilot shaft into pilot bearing?
Bell housing pattern is the same, looking at the back of the block the bolt at about 1 o'clock isn't used. Some combinations need a spacer on the crank to put the flexplate/flywheel in the right spot.
Yes SBC and LS transmissions are a match. For specific flywheel, clutch and transmission matches you have to do some research. I was looking at a GMT400 truck today (online) and thinking about an LS swap. On the GMT400 forum it listed the flywheel and clutch disc needed to make the swap work. Heck even the old 4 speed Muncies can be mated to an LS engine. LS swapping GM cars is easy. I had a Navy buddy LS swap his 71 Corvette back in 2000 or so long before it was a popular thing. He used his factory 4 speed.
Thank you gentlemen.
But I'm going to bolt it to a Jaguar V12 which uses Chevy alignment pins.
Jag V12 bolted to a Chevy trans?
That sounds sinful.
Heck, the Buick/Olds/Pontiac used the same dowel pin location.
In reply to SVreX (Forum Supporter) :
It's one of the secrets From 3/4 1977 to end of production Jaguar made locating dowels common with Chevy. It takes me a morning to make the adaptor spacer easy no measure work just transfer holes
That and Chevy wheels use the same bolt pattern. Oh and the paint process is aGM system. 
Here is a picture of the 6L90e bellhousing from my CTS-V. You can see the SBC/BBC bolt pattern is still there. Only difference is the bolt hole at 12 o'clock, which the LS uses. The bolt hole to its left is the old school SBC/BBC pattern which the LS doesn't use. Sometimes a picture helps out.
That adapter almost looks like it mates a BOP transmission on the two holes above the dowels and Chevy transmission on the two above those. You can do that if you use a dual pattern transmission. It may be a trick of perspective and it's actually a full BOP pattern.
Which is good, if you want a TH350 or TH400. Those in BOP pattern are almost an order of magnitude cheaper than Chevy pattern.
This is an adaptor to put a Chevy trans on a BOP engine. (Some transmissions were only ever made with Chevy pattern) BOP pattern is the countersunk holes, Chevy pattern is threaded holes. The dowel pins and bottom hole on each side are shared with both patterns, so you use longer dowels and two longer bolts.
The top hole is on all LS engines but it was also on the standard Chevy pattern in some applications. I know a lot of trucks had a bolt there, as did some/all? C4 Corvettes. One of my friends discovered that the broken bellhousing way when pulling the engine on his LT1/6sp car. Ooops.
In reply to Pete. (l33t FS) :
Thanks Pete. I count 6 bolts above the locating dowels on a Jaguar. And only 4 ( 5 counting the top one ).
But it is facinating the variety of applications GM used that TH 400 in.
Rolls Royce used the TH400 for a while.
In reply to ShawnG :
Jaguar themselves also used if on the following cars. Well technically the 4L80e.
Copied from Wikipedia
In reply to WillG80 :
OK which Transmission? I have a T 5 that should hold up enough to get through the Northern version of the Challenge. But I doubt it's going to last for even one Vintage race.
I've still got parts and pieces of all the M22's I rebuilt during my days of vintage racing for my customers. But the case itself is the weak point. I could never get one to survive very long, even brand new ones.
T5's are getting long in the tooth and rebuilding them isn't cheap or likely to be reliable behind that V12.
A T56 can deal with the power of aV12
But not cheap. Used they seem to command a premium even though they may need a rebuilding. A new one is actually more attractive. But not cheap.
So what else is there?
Stock transmissions without stacking adapters or going to truck transmissions you're limiting yourself to T5, T56, TR6060, Muncies, T10 and... I think that's it. T5 is going to grenade with that torque. T56 and TR6060 are expensive but will hold. You have muncie experience. How do T10s compare?
Screw it, just drop in an SM465
If you are already making an adapter, Nissan cd009 is probably the cheap answer that will hold up long term.
In reply to buzzboy :
We went to Muncies because the T10's gears would strip. The M22's were the strongest. Put behind a handful of big Blocks but still did not take ham fisted shifting. The gears would hold up but the case spread. Then we would center punch above and below the bearings to move the shafts back together and get another ham fisted race out of them. If we rotated that gearbox to the spares and bought a new one while we looked for a good case the gears were fine.
I raced a M22 for three years without a single problem but once the owner started driving it was at least a gearbox a race weekend.
I tried a Seinz, carefully explain how to shift without using the clutch. ( the way you have to using a dog ring gearbox) but he'd kill the Tilton triple disk and the whole set of gears in one session.
Luckily it is a quick change. Just pull the back off, slide the gears out, wipe the case free of metal, and slide a new set in. 20 minutes in the pits, less than 1/2 that on the bench.
In reply to wvumtnbkr :
If a Nissan has the same alignment location as a Chevy that's probably a good solution. If not you have to start with a bare block and a bare Transmission case. Then machine an alignment shaft using the 3 inch Jaguar Mains. And the bearing bores for the Nissan case.
You're probably looking at a shaft over 6 feet long. With a lot of machining . I know it's been done in Australia but the cost of an adaptor shooed from down under and buying a transmission is going to be close to the cost of a Trimec rated for the power and torque.
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