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So I've been dragging feet on this, but I made some more headway. I pulled the 3800. It's likely the last time this car will every be powered by a V6......probably. I installed my new clutch and pressure plate, bolted the trans to the LS4 and wheeled it back under the car. The final pic is with the engine sitting nearly in it's final position. A couple things I observed for the fitment: It IS tight. I knew I would need to clearance the alternator pulley, but it looks like I'll probably be cutting a recess out of the strut tower to accomodate it. The rest of the belt drive and pulleys will be millimeters away from the frame and strut tower. I was going to keep the PCM in the stock location, as the fancy blow-molded case is the same for LS PCMs, but theres not enough room between it and the belt drive, so I'm going to tuck it farther into the fender hopefully. Also, the oil filter hits the cradle, so instead of notching the cradle, I'll just remote mount the oil filter. Lastly, I need to make a front engine mount in addition to the rear engine mount, as both are too far away from their respective positions to be useful. Anyway, it's closer than I though for lining up. With the engine sitting in the engine bay, the front passenger cradle bolt was able to be inserted, but the rest are off by about 1/2 inch, which means the assembly is twisted clockwise a small amount due to the alternator interfernce. All in all, I'm pleased with how well it's fitting anyway.

You can see it about 2:15 in. I know American cars in Russia and eastern Europe is nothing new but thought some of you may get a kick out of seeing one in this environment.

No harm done since it is vinyl.

The intake is just resting on the engine for now, as I have a few modifcations to perform before bolting it down proper. That's why theres a blue shop towel under it.

They state in the ad that it's a vinyl sticker so if the new owner doesn't like it, they can easily pull it off. That's a very good thing!

Just bought an '08 GXP LS4 and have been getting familiar with it. It's a glorious engine, and it happened because I was thinking randomly what it would take to put an LS4 in my '92. My suggestions: Don't go crazy with the cam, you'll regret it with a 284. Cammed engines on manual transmissions are not merely challenging, they are next to impossible to tune for smooth drivability, and you'll feel every little quirk in the tune that'll make you forever try to fix it and hate the swap in the end. Nobody else will tell you this, but trust me I've learned the hard way on multiple cars. Stay as close to the factory tune and specification as you possibly can on a manual-trans swap. The engine already makes over 300HP stock, and you're putting it through the same wheels you use to steer. And now you're doing it through a trans that's short-geared for a high-revving V6. It's already more than enough. Get the output-shaft support bearings that replace the oil seals for the 284. It's Fitzall/TeckPak 75125LRB.

And here it is back home. And a couple pics of the before and soon to come.

I think the droopy rear end leads most to believe the springs are fatigued or they believe a new spring with a better strut might be firmer. The other thing is that a spring compressor might only be $20 but working with changing them can be intimidating to some. I personally didnt enjoy wrestling with them on the workbench when I can get the assembly and swap it in. BIG time saver. I guess as I've gotten older I dont relish spending so much of my off time tinkering with the car, so time savers are a factor even if they cost a little more.

Problem solved. The vacuum hose from the intake manifold to the booster was shot. Collapsing under vacuum. $3 and On how have excellent brakes. What a relief.