Sorry for the lack of updates recently. Last week I put together the engine and tranny. I am using a low profile LS2/LS3 oil pan for ground clearance. At 4.75″, this is the thinnest OEM wet sump pan available. I had to get a new o-ring (blue) for the pickup tube, which cost a whoppig $14 from the dealership. I believe all LS pans are interchangeable, so there was no trouble there.
I am also using an LS1 intake manifold. The intake is rotated 180 degrees for clearance. I’ve heard of issues with the oil pressure sensor getting in the way with LS3 engines, but mine seems to be ok. Nonetheless, I plan on mounting both GM and Porsche oil pressure sensors on a 4 AN line remotely (I will make a post on this with a complete parts list when I’m done).
The Kennedy engineering adapter and flywheel look amazing. The adapter plate was slightly damaged during shipping, but it was nothing serious. The kit comes complete with hardware and instructions. I didn’t purchase the optional KEP clutch, so I had to buy the pressure plate bolts myself. These are longer than the OEM Porsche bolts, so please give KEP a call to find what size you need.
I was told that the Boxster S clutch will work for a 5.3L swap, but Kennedy Engineering suggested that I upgrade to a sprung hub disk. The new flywheel is no longer a dual mass design, hence a rigid disk might be a bit too harsh. The KEP clutch is amazing, but its close to $1000, so I had to downgrade to a SPEC Stage 2 clutch for $650. As I was putting everything together, I realised that I was actually sent a rigid disk. The online store where I had made the purchase admitted their mistake and offered me a full refund. I decided to give SPEC a call directly to see if I could just make swap with them instead of shipping everything back to the store. They told me that the Boxster clutch normally only comes rigid, but they could make a sprung disk for me free of charge if I just paid for shipping. I guess for now I’ll just bolt up the tranny without the clutch to see how everything fits together.
I used a pallet jack to line up the transmission to the engine. This is pretty easy if you have the right equipment, but I would still suggest an extra set of helping hands.
The Renegade Hybrids kit wasn’t so straight forward. All the hardware that comes with the kit is mixed in one ziplock bag. It’s not that big of a deal, but it still takes a while to figure out which bolt goes where. I was short a few washers, a harmonic balancer spacer, and a belt pulley. Either these parts were never put in, or they fell out the massive hole in the box during shipping (Steve promised me that the replacements would be on the way shortly). The Wevo transmission mounts which you must purchase separately come with a the bolt and washer for the stock setup. I replaced mine with a 75mm bolt and ground down the square protrusion on the washer.
I had no issues with the rest of the Renegade kit except for clearance around the oil pan. I opened up the bolt holes a bit to allow for some extra clearance.