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General Motors used an entirely new sheet of paper to design the GEN-III small block that would begin the LS-swap craze. Even so, the engineers kept several features from the previous generation that help lend themselves to those wanting to infuse their rides with “LS power.” One of the most significant benefits of LS engines is the ability to bolt up wherever a previous generation small-block would go. Thanks to the popularity of the first-generation small block, the aftermarket is flush with adapters and bell housings designed to place GM’s powerhouse into a wide variety of chassis. Now thanks to SPEC, figuring out the right clutch and adapters for your LS-swap is easier than ever.

The devil is in the details, as they say, and even though the engine and transmission would physically mate together, there was still that area between the two that needed to be dealt with accordingly. LS crankshafts are 0.400-inch shorter relative to the block’s bellhousing mounting face compared to an earlier Chevy V8. Considering that many of the joints needing to be mated together are finely machined and would be spinning at high RPM, this is definitely not a place for washers and longer bolts to take up the slack. There are also considerations between the number of bolts holding the flywheel onto the crankshaft and the spline count of the transmission input shaft. Properly fitting pieces together can make the difference between a reliable -re-power or constantly pulling the transmission.

LS engines have become the fan favorite for powertrain swaps. This C4 Corvette had its Tune-Port engine swapped with an LS1 on the main stage during a Corvettes at Carlisle event weekend.

When it comes to LS-swapping the world, there is a myriad of combinations that are possible. That is why it pays to focus on those who know a thing or two about properly setting up a clutch assembly. This is where the knowledgeable team at SPEC Clutches can be a valuable asset in getting the right components for a durable, reliable LS swap.

SPEC assembled a team of experienced engineers, clutch builders, machinists, and other automotive enthusiasts as the basis for the company. This team designs, tests, and manufactures all SPEC products in-house, so all the components mating your engine and transmission are engineered to work together.

No matter whether foreign or domestic, the lowly pushrod LS engine has found its way into a variety of vehicles.

Due to the variations that occur when swapping an LS or LT engine into a chassis by another manufacturer, many folks are hesitant to reach for the LS-based horizon for their underpowered vehicles. Because SPEC creates clutch assemblies for various applications, they also have a comprehensive database for each component throughout the combination.

The SPEC conversion website even includes the front-wheel-drive-based LS4 engine in the database for those wanting to use this engine. (Photo: LS4 W-Body Facebook page)

The team of enthusiasts at SPEC has combined years of experience and created a page on its website devoted solely to LS swap configurations, creating kits for a broad range of vehicles and drivetrains. Foreign and domestic auto manufacturer combinations are listed, and SPEC offers several available stages of clutch assemblies when applicable. This specific page on the company’s website is chock full of helpful information and combinations of flywheels, pressure plates, and clutch discs to allow a wide variety of combinations. The LS and LT engines will continue to be a favorite for enthusiasts looking for more performance. Thanks to the SPEC Clutches folks, the answers to what components will fit are as close as the company’s website.

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