The LS400 manual swap kit turns the sedan into a driver‑centric machine, replacing the automatic with a robust CD009 6‑speed. It delivers precise gear changes, engaging performance, and includes clutch, flywheel, torque converter, and adapters for a smooth install.
Transmission Options
The LS400 swap kit offers the CD009 6‑speed manual, a proven choice for 350Z/370Z compatibility. It features a robust torque converter, clutch, flywheel, and a custom bellhousing adapter, ensuring seamless integration and reliable gear engagement for a spirited drive. with precision and durability!!!!.
2.1 CD009 6-Speed Manual
The CD009 6‑speed manual is the cornerstone of the LS400 swap, offering a robust gearbox for the 350Z and 370Z. Its construction uses a heavy‑duty aluminum housing, ensuring durability under the 1UZ‑FE’s power output. The transmission offers a 6‑speed layout with close ratios for optimal power banding. It keeps the engine in its optimal power band, improving acceleration and fuel economy for drivers!? The kit includes a custom bellhousing adapter that mates the CD009 to the LS400’s engine bay, allowing the new gearbox to bolt directly to the engine for drivers! A torque converter is supplied to match the 1UZ‑FE’s torque curve, and a clutch assembly with a matching flywheel ensures smooth engagement. The CD009’s shift linkage is fully adjustable, enabling drivers to fine‑tune shift feel. Installation is streamlined: the adapter replaces the stock automatic bellhousing, the clutch disc and flywheel are swapped, and the transmission is bolted in place. Wiring harnesses are routed through the existing harness, with a few adapters to connect the shift lever and speed sensor. The result is a reliable, high‑performance manual setup that retains the LS400’s luxury feel while delivering engaging driving dynamics. Enthusiasts praise the CD009 for its smooth shifting, strong build quality, and the ease of integration into the LS400 platform. The kit’s comprehensive documentation and community support make it a popular choice for those seeking a manual experience in a classic sedan.
Engine Compatibility
The LS400 swap supports the 1UZ‑FE V8, delivering 300+ hp. It also works with 2UZ‑FE and 3UZ‑FE engines, provided proper mounting brackets. The kit includes adapters for engine‑bellhousing fitment, ensuring seamless integration and reliable power delivery. It also fits 2UZ‑FE and 3UZ‑FE brackets
3.1 1UZ-FE Engine Details
The 1UZ‑FE is a 5.0‑litre V8 that has become a benchmark for reliability and performance. Its 5,004 cc displacement comes from a 102 mm bore and 92 mm stroke, giving a 9.6:1 compression ratio. The engine uses a 32‑valve DOHC design with four valves per cylinder, operated by dual overhead camshafts and a 1.5‑second cam‑lift duration. Fuel delivery is handled by a multi‑point electronic injection system with 12 injectors and a Bosch Motronic engine management unit that calibrates ignition timing and fuel mixture for optimal combustion. Cooling is provided by a single‑stage water pump and a 2‑stage oil cooler, while an oil filter housing supports a 4‑bar oil pressure system. The 1UZ‑FE produces 300 hp at 5,200 rpm and 300 lb‑ft of torque at 4,000 rpm, which can be increased to 350 hp with aftermarket tuning. Its dry weight is approximately 1,200 lb, and it features a cast‑iron block with a cast‑iron head. For the LS400 swap kit, the engine’s mounting points are compatible with the standard LS400 chassis, but the kit includes custom brackets to align the bellhousing and transmission tunnel. The 1UZ‑FE also benefits from a 10‑bar oil pressure system, which supports the high‑performance clutch and torque converter assemblies supplied by the kit. The engine’s ECU is programmable, integrating with the CD009 manual transmission. Overall, the 1UZ‑FE delivers smooth power and robust construction for the LS400 manual conversion and gear ratios!
Swap Hardware Essentials
The kit supplies a clutch plate, pressure plate, flywheel, torque converter, and bellhousing adapter. It also includes a 6‑speed CD009 transmission, gear linkage, and a custom crossmember. All parts are OEM‑grade, ensuring durability and smooth shifting. It also adds a torque converter seal.!!
4.1 Clutch, Flywheel, and Torque Converter Assemblies
The clutch, flywheel, and torque converter assemblies are the heart of the LS400 manual swap kit, delivering the power transfer that turns the 1UZ‑FE engine into a responsive, engaging drivetrain. The kit supplies a high‑strength clutch plate engineered for the CD009 6‑speed, paired with a matching pressure plate that ensures consistent bite and smooth engagement. The flywheel is forged from lightweight alloy, featuring a precision‑machined surface that mates flawlessly with the clutch disc, reducing rotational mass and improving throttle response. The torque converter is a compact, high‑efficiency unit designed for the LS400’s 1UZ‑FE, providing a direct‑drive ratio that balances low‑end torque with top‑end speed. Each component is OEM‑grade, stamped with the manufacturer’s quality seal, and comes with a full set of mounting hardware, including adapter bolts, torque specifications, and a cross‑member for secure attachment to the transmission bellhousing. The entire assembly is designed to be drop‑in, allowing mechanics to swap the automatic for the manual with minimal re‑work of the engine bay. This results in a smoother, more engaging driving experience that retains the LS400’s luxury feel while adding the tactile satisfaction of a manual gearbox. OEM‑grade ensure durability quality!!!
Drivetrain Modifications
The LS400 swap demands precise driveshaft and bellhousing tweaks. A custom driveshaft aligns with the CD009 bellhousing, while a reinforced adapter plate ensures a secure fit. These modifications maintain rigidity, reduce vibration, and preserve the vehicle’s original handling dynamics. All approved. OK
5.1 Driveshaft and Bellhousing Adjustments
To accommodate the CD009 transmission, the LS400’s driveshaft must be re‑engineered for length, diameter, and flange alignment. A custom 1.25‑inch steel shaft replaces the stock 1.10‑inch tube, providing a 30‑percent increase in torsional rigidity. The new shaft includes a 4‑point universal joint system that matches the 350Z’s 3‑point design, ensuring smooth torque transfer and reducing vibration.
Bellhousing modifications involve a 5‑inch adapter plate that bridges the 1UZ‑FE engine bay to the CD009’s 3‑point bellhousing. The plate incorporates a 12‑slot bolt pattern with 1.5‑inch spacing, matching the CD009’s mounting points; A reinforced flange weld secures the adapter to the engine, preventing flex under high torque loads.
Alignment procedures require a 0.5‑inch offset to compensate for the engine’s rearward shift. A torque‑controlled torque converter mount keeps the converter at a 10‑degree angle, preserving the transmission’s input shaft geometry. The final assembly uses 1.5‑inch high‑strength bolts tightened to 120 ft‑lb, ensuring long‑term durability.
After installation, a dynamic alignment test confirms that the driveshaft’s centerline matches the rear differential’s axis within ±0;02 inches. This precision guarantees optimal power delivery and extends the lifespan of both the transmission and drivetrain components.
A torque‑sensing dynamometer run confirms peak torque and driveshaft torsional stiffness meet specs for safety daily !
ECU, Wiring, and Tuning
The 1UZ‑FE engine’s stock ECU is replaced with a custom ECU that supports the CD009 transmission’s shift logic. The new unit is a 32‑bit unit that maps throttle, cam timing, and transmission shift points to the 350Z’s 6‑speed logic. Wiring harnesses are upgraded with 12‑AWG copper for high‑ throttle and clutch sensors. A short‑circuit protection module is added to the throttle input to prevent accidental over‑revving.
After installing the new ECU, a 1‑hour tuning session on a dyno calibrates the shift map. The first gear is set to 4,500 rpm, second to 5,500 rpm, and third to 6,500 rpm, with a rev‑limit at 7,200 rpm. The clutch release timing is adjusted to 0.3 seconds for smooth engagement. The final map is flashed via a JTAG interface, and the ECU’s firmware is updated to version 2.3.1.
To ensure reliability, the wiring harness includes a shielded CAN‑bus cable that connects the ECU to the transmission’s TCM. The TCM is a 350Z‑compatible unit that receives shift commands from the ECU. The entire system is tested for electromagnetic interference and meets the 5‑volt safety margin for all sensors;
The swap also includes a custom 1.5‑inch torque converter that matches the CD009’s input shaft, ensuring a 10‑degree angle for power transfer. Test run confirms reliability.
With the new ECU and tuned shift map, the LS400 delivers a 0‑60 time of 5.8 seconds, a 1‑mile time of 12.4 seconds, and a top speed of 150 mph. The system also supports future over‑clocking by adjusting the engine map in the ECU’s software.
The swap includes a 1.5‑inch torque converter that matches the CD009’s input shaft, ensuring a 10‑degree angle for power transfer. Confirms reliability.
Supplier and Parts Sources
XAT Racing offers the Collins swap kit, featuring CD009 transmission, clutch, flywheel, and torque converter. Parts are sourced from Toyota 350Z/370Z components, with shipping worldwide. Prices vary by kit completeness. Shipping times: 4–6 weeks. (USA)
7.1 XAT Racing and Collins Swap Kit
XAT Racing’s Collins swap kit transforms a Lexus LS400 from automatic to manual, delivering a factory‑compatible conversion. The kit contains a CD009 6‑speed transmission, a high‑torque clutch assembly, forged flywheel, torque converter, and all mounting hardware. The transmission is sourced from the 350Z/370Z platforms, ensuring proven durability and performance. The clutch is engineered to handle the 1UZ‑FE engine’s output, while the flywheel provides smooth engagement. The torque converter matches the CD009 gear ratios for seamless power transfer. XAT Racing supplies custom bellhousing adapters, shift linkages, and a wiring harness that integrates the transmission’s electronics with the LS400’s ECU, enabling proper shift timing and torque management. Installation instructions are included in a detailed PDF, and video tutorials are available on the company’s website. The kit is offered in two configurations: a basic package with core mechanical components, and a full package that adds a new transmission tunnel, custom driveshaft, and upgraded differential. Shipping is worldwide, with an average delivery time of 4–6 weeks. Pricing starts at $3,200 for the basic kit and $4,500 for the full package, with optional add‑ons such as a performance tuner and upgraded brakes. XAT Racing’s warranty covers all mechanical parts for two years or 30,000 miles, whichever comes first. Owners report improved acceleration, a more engaging driving experience, and reliable long‑term operation. The Collins swap kit remains the industry standard for LS400 manual conversions. The kit also includes a comprehensive torque management module that optimizes shift points for both performance and fuel efficiency. All parts are OEM‑grade—————
Cost Analysis and Common Pitfalls
Cost analysis for an LS400 manual swap kit involves several key components: the transmission itself (CD009 6‑speed), clutch, flywheel, torque converter, bellhousing, driveshaft, and ECU integration. A typical kit from XAT Racing or Collins ranges from $3,200 to $4,500, depending on whether you choose the basic or full package. Labor is the largest variable; a skilled mechanic will charge $1,200–$1,800 for a complete installation, while a DIY approach can reduce labor to zero but requires significant time and expertise. Additional expenses include a new engine mount, upgraded brakes, and a performance tuner, which can add $800–$1,200. Shipping and taxes may push the total to $6,500–$8,000. It’s crucial to budget for unforeseen parts, such as a custom driveshaft or differential upgrade, which can add $500–$1,000.
Common pitfalls begin with misaligned bellhousing bolts. If the transmission is not seated correctly, gear engagement can be erratic, leading to premature wear. Another frequent issue is inadequate cooling; the CD009’s oil cooler must be upgraded to handle the 1UZ‑FE’s heat output. Wiring harness mismatches can cause the ECU to misread shift points, resulting in harsh shifts or stalling. Finally, many owners overlook the importance of a proper torque converter; using a low‑torque converter can cause slippage under load, while a high‑torque converter may over‑stress the clutch.
To mitigate these risks, verify all bolt patterns before purchase, use a dedicated oil cooler, and double‑check the wiring diagram. A reputable supplier will provide a detailed installation guide and support. By planning carefully and allocating a realistic budget, you can avoid costly surprises and enjoy a reliable, engaging manual driving experience. Enjoy ride.
Build Process Overview
The first step is to remove the automatic transmission and disconnect the engine’s drive components. Detach the torque converter, clutch, and flywheel, ensuring the 1UZ‑FE is clean for the new CD009 unit. Install the CD009 bellhousing, aligning the bolt pattern precisely; this may need a custom adapter plate if the LS400 mounting points differ. Once the transmission is seated, secure the clutch assembly. Calibrate the clutch disc to the 1UZ‑FE’s torque output to avoid slippage.
After installing the CD009, re‑rig the driveshaft. Measure the new length to match the CD009’s output shaft, then install a new universal joint if needed. The differential housing may require a custom adapter for the new driveshaft. Match the rear axle’s gear ratio to the CD009’s gear steps for optimal performance. Integrate the ECU wiring harness with a dedicated adapter, routing signals from the 1UZ‑FE to the CD009’s shift logic. A tuner will calibrate shift points and rev‑limiters. This process demands precise torque checks and proper alignment for longevity!
After installation, perform a fluid check and fill the transmission with recommended ATF. Prime the clutch system and conduct a low‑speed test drive to verify smooth gear engagement. Adjust clutch pedal free‑play if needed. Document each step, noting torque values and any deviations from the factory setup. A successful build delivers a responsive manual drive that preserves the LS400’s luxury feel.
Community Resources and Final Recommendations
For enthusiasts looking to swap a LS400 to a manual, several online forums and dedicated groups provide invaluable guidance. The Lexus Forum hosts a sub‑section where builders share step‑by‑step photos, bolt‑torque tables, and troubleshooting tips specific to the CD009 conversion. Reddit’s r/Lexus community often posts recent builds, offering quick answers to wiring and ECU questions. A dedicated Discord server, “LS400 Manual Swap Hub,” streams live build sessions, allowing newcomers to observe real‑time problem solving. Additionally, the XAT Racing website offers a comprehensive parts list and a Q&A board where seasoned builders discuss clutch selection and flywheel compatibility.
When finalizing your project, prioritize quality over cost. Invest in OEM or high‑grade aftermarket components for the clutch, flywheel, and torque converter to ensure durability. Verify that the transmission’s shift pattern matches your driving style; a mismatch can lead to premature wear. Keep a detailed log of torque values and any deviations during assembly, as this documentation proves useful for future maintenance. Finally, schedule a professional dyno session after the build to fine‑tune shift points and confirm optimal performance. By leveraging community knowledge and adhering to these recommendations, you’ll achieve a reliable, engaging manual experience in your LS400.
In addition to forums, several YouTube channels specialize in LS400 conversions. “Lexus Tech” provides a full walkthrough of the clutch installation, while “AutoSwap” demonstrates the driveshaft alignment process. These videos often include downloadable PDFs of torque specs. For parts, the Collins Swap Kit is frequently cited for its comprehensive packaging, and many users recommend purchasing the kit directly from the manufacturer to avoid counterfeit components. When sourcing parts on eBay, look for sellers with high feedback scores and verified authenticity. Always cross‑check part numbers against the manufacturer’s catalog to prevent mismatches that could compromise the drivetrain’s integrity.
Remember to keep safety in mind throughout the process. Use jack stands, wheel chocks, and a torque wrench calibrated to the manufacturer’s specifications. After the build, perform a thorough brake inspection, as the altered weight distribution can affect stopping distances. Documenting each step not only aids future maintenance but also provides a reference for other builders who may encounter similar challenges.