•Oil Pans
There are numerous versions of oil pans available, both from GM and the aftermarket. Most are rear sump designs, except the GTO and Holden, which use a front sump. Almost every vehicle uses a different design pan, so selecting one for your specific application is difficult. Early Corvettes use a "wing" pan. It is difficult to install in most vehicles, but is a good choice if your vehicle will be used for road racing. The "F" car and CTS-V oil pans both work well for engine swaps. The "F" car pan has a shorter sump, front to back, and is the most popular. The aftermarket offers a number of different style oil pans for various applications. Companies that can get you set up include Autokraft, Moroso, and Canton just to name a few. They all offer oil pans for engine swap applications, but remember to match the oil pick-up and dip stick to the pan. When you install the oil pick-up, make sure the tube and O-ring seal are straight in the oil pump. If not, you can have low oil pressure and damage your new engine. All LS-based engines use an O-ring style oil pan gasket. As long as it is not damaged, it can be reused. Even some aftermarket pans, like the one from Canton, use the GM O-ring gasket.

•Transmission Bolt Patterns
All LS Series engines share a common transmission bolt pattern. It is the same as the traditional Chevy pattern, with one missing bolt. The center bolthole on the passenger side is not drilled or tapped in production blocks because the hole would protrude into the water jacket. This bolt can be left out if you are using a traditional transmission or bell housing. If you have a LS-based transmission bellhousing, it will not have a hole for a bolt. Some aftermarket blocks and GMPP LSX blocks have this bolthole and, if possible, it should be utilized. Some companies making bellhousings include Quicktime, Lakewood, and McLeod.

•Flexplates and Flywheels
The rear snout on the crankshaft on all LS-series engines is 400 thousandths short compared to traditional small or big-block Chevy engines. If you are using a LS engine/transmission package, there is no issue. If you are installing a traditional GM transmission on LS engines, changes must be made to locate the flywheel or flexplate in the correct location. Spacers are available that relocate the flywheel to the traditional location. If you use the spacer, make sure you install a long roll pin into the alignment hole where the flywheel bolts on. This will help prevent the flywheel from coming loose. Also, always use new bolts or Loctite on used bolts. The better option for high-power applications is to use a flywheel or flexplate designed for this application. They are designed to locate components in the correct location. If you use one of these flexplates, a spacer must be installed on the snout of the converter to extend it. This allows the converter to retain the pilot in the end of the crankshaft. Not using this can cause transmission failure.

If you are installing a stick-shift transmission, there are two locations in the rear of the crankshaft for pilot bearings. One takes a small bearing, designed to sit deeper in the crank. The other bearing is larger, and sits closer to the transmission. Make sure you measure the input of your transmission and install the correct bearing. Another area of concern is the throwout bearing. Most people use hydraulic throwout bearings but, regardless of which style you use, measure the travel to make sure you have enough to fully release the clutch. If you do not have enough travel, the clutch will drag and you will not be able to shift when the engine is running. Also make sure the throwout bearing is not too close to the clutch. If this happens, the clutch cannot fully engage and will slip. Even if you are using production LS components, with an aftermarket clutch this must be checked. This is a critical area, and no one wants to remove the transmission to repair it after installing a new engine. Clutch companies like Centerforce, McLeod, and ACT can help you choose the right components.