LSx- Chevy TH350/700R4/200R4 Flexplate Kit

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SKU:
LSXE.00712500A.87445
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MSRP: $269.99
$219.99
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Description

Now you can connect your LSx to your TH350/700R4!

This custom flex plate kit is designed to adapt the Gen III / LS series to the GM TH350, and 700R4 transmissions. The kit includes a flexplate, 11mm flex plate bolts, crank spacer.

Gen III/LS Engines

The new style Gen III/LS series engines (4.8, 5.3, 5.7 LS1, 6.0, 6.2) all have the same crank stick out which is .400” closer to the block than the standard Gen 1 & Gen2 Chevy V8. The Gen III / LS series crank bolt pattern is different than any other GM crank as to the bolt pattern on the flex plate. Only Gen III/LS series flexplates fit these engines!!!

Since a Gen III / LS series flexplate only fits a Gen III / LS series and the engine crank is recessed .400”. There are a few unique things about the torque converters that bolt to the flexplate. The spacing of the flexplate from the back of the block is the same as early GM blocks. The flexplate is dished out .400” to compensate for the crank. The differences come into play as to the bolt pattern of the torque converter to the flexplate and the snout length of the torque converter.

NOTE: This kit includes a new flexplate and it may not work on all LS series engines. The 6.0L engine with cast iron cylinder heads should only be used with the original transmission due to a different crank shaft stick-out length. It does not have a recessed crank. The 4.8L engine coupled only to a manual transmission in 1999-2003 does not have a recessed crank.

LS7/LS9/LSA/LSX engines all have a 8 bolt crank that hold the flexplate to the engine. This kit cannot be used.

Note: This kit will not fit 2014 & up Gen V engines (New LT1 V8 & 4.3 V6, 5.3, 6.2)

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Warranty Information

The GM Generation III & IV blocks are classified as a 4.8L, 5.3L, 5.7L(LS1), and 6.0L. These blocks have gained popularity because of the emission controls required when performing a engine swap. A few things to consider when using a Generation III V8 block are as follows: All fasteners are metric. The heads of a Gen III are wider than an early GM V8, so the exhaust manifolds are tough to fit between the frame rails on most vehicles. The exhaust on the driver’s side can be a problem for mechanical clutch linkages. The oil pan is aluminum and cannot be modified. This can cause some problems on vehicles requiring oil pan modifications. We recommend the installation of a Gen III into the following vehicles: Jeep TJ, YJ, and CJ7 (CJs may be required to use a header system), Toyota Land Cruiser, full size Chevys, and any other vehicle with a minimum of a 25” inside frame width. Transmission Combinations: The Gen III engines have the same block bolt pattern as the early GM with the exception of one bolt hole. When bolting an earlier GM transmission or one of our bellhousings to the Gen III block, you will only be able to use 5 bolts on some bellhousing kits. The Gen III engine used a different crank stickout from the back of the block and a different crank bolt pattern. This means the early style flywheels and flexplates will not bolt to the new Gen III blocks. The stock flywheels and flexplates from the Gen III blocks are also unique with regard to the clutch bolt pattern and the torque converter bolt pattern. We have designed two kits for either a manual transmission or an automatic. There are some Gen III blocks that do not have the recessed crank. This kit will not work on these blocks. One block that we know of is the 6.0L with cast iron heads and the 4.8 or 6.0 engines coupled only to a stock manual transmission in 1999 to 2003. A custom flywheel would have to be made to work on these block P/N CF720000.
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