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• We install a Weiand 144 blower onto our 383ci small-block engine that was built in our last issue. Check out how we stroked this small-block to 563 hp!
• If you choose to use a Camaro/Firebird LS1, you’ll need to round up Corvette LS1 power steering and alternator brackets, then fab that A/C compressor bracket.
• Read more about LS Engine Swap for C4 Corvettes at CC Tech.

LS1 Swap For Your 1. Camaro. For many Bow Tie enthusiasts, there’s only one Chevy musclecar–the first generation ’6. Camaro. With its timeless lines and racing heritage, the debut model is a classic in every sense of the word. Of course, classic also means car crafters can’t leave it alone, including swapping in more modern powerplants. Over the years, big- blocks, TPI, and LT1/LT4 small- blocks have all muscled their way between those familiar fenderwells. The latest effort involves using the covetous LS1 V- 8.

This article presents LS engine power packages that combine high performance parts in power recipes for LS1 and LS2 engines making up to 710 HP - Super Chevy Magazine. This is the 1988 Laurel Twincam 24V Turbo Medalist CLUB-L, which means it’s a top-of-the-line C33 Laurel, and I’m fairly sure it also means that it has Nissan’s.

One tuner firmly in the LS1 camp is Steve Heino, a Chevy- obsessed guy who blends business with pleasure at his shop, Mc. Gee’s Auto Service in Lake Oswego, Oregon. In addition to repairing Toyotas and Tauruses, Heino is one of the Pacific Northwest’s notable Chevrolet tuners, a claim backed up by a stable of satisfied customers and an always- busy Dyno. Jet. Heino is particularly passionate about early Camaros, and he couldn’t resist the temptation to swap an LS1 into his ’6.

What follows is a guide to LS1 Camaro engine swapping. The LS1 debuted in the fifth- generation ’9. Corvette, rated at a robust 3. The next year GM spread the wealth, dropping LS1 engines into Camaro Z2. Pontiac Firebirds in 3.

Not to be outdone, the Corvette’s standard LS1 jumped to 3. Then came the new high- output, high- compression LS6 version that cranked out a neck- warping 3. The LS1 incorporates a host of modern engine features unheard of when Chevrolet debuted the Camaro in 1. Heck, even the LS1’s firing order is different (1- 8- 7- 2- 6- 5- 4- 3). Like all modern engines, the LS1 is as reliant on computer code as it is on decomposed dinosaurs. All late- model GM fuel- injected engines are managed by a computer; in the LS1’s case, it’s the Powertrain Control Module (PCM).

The LS1 PCM relies on programmable flash memory that governs spark timing and fuel delivery based on input from a litany of sensors that give feedback on various engine functions. Amazingly few sensors are really needed to run the engine in a non- emissions application. The following is an overview of what it takes to swap in an LS1. Wiring Harness. After locating an engine, the first order of business is to figure out the wiring harness, the electrical lifeblood of the engine. For the brave of heart, modifying the stock LS1 Camaro or Corvette harness can be done, but it’s a time- consuming, confusing job because much of the harness isn’t required for a hot- rod application. Heino opted for an aftermarket LS1 harnesses from Painless Performance.

The Painless LS1 harness comes with all the factory connectors, OE diagnostic capability, fuse- panel, and relays. In addition, the Painless harnesses is GM- color- coded, and includes complete instructions. Oil Pan and Accessory Brackets There are significant differences with oil pan design and accessory placement (A/C compressor, alternator, and so on) that must be considered when deciding between a Corvette and F- body LS1. The Corvette oil pan will not work in an early Camaro, while the stock F- body LS1 oil pan must be modified to clear the early Camaro’s crossmember. The easiest solution is to use a Street & Performance- modified ’6.

Camaro oil pan, available on an exchange basis. The accessory drive also presents difficulties. With a Corvette LS1, you can use stock power steering and alternator brackets–but not the A/C compressor bracketry. You can either fabricate your own or buy Street & Performance’s. Heino made his own, which is not difficult if you take your time. If you choose to use a Camaro/Firebird LS1, you’ll need to round up Corvette LS1 power steering and alternator brackets, then fab that A/C compressor bracket.

Again, Street & Performance offers aftermarket brackets and accessories to make this all work. Moreover, S& P may take trades of some components to soften the financial impact. Exhaust Manifolds and Headers. Stock LS1 exhaust manifolds, off either a Corvette or Camaro/Firebird, work perfectly in the early Camaro bodies with no modifications. If you’re looking for more power and that distinctive header sound, Street & Performance (among many others) offers headers that fit. Throttle- Body. Camaro and Corvette LS1 throttle- bodies also differ. Corvette throttle position is controlled by a fly- by- wire system, which sends gas- pedal input to a computer and servo, which pens the throttle electronically.

Camaros, on the other hand, use the pragmatic cable system. Which means, if you’re using a Vette engine, you’ll need a Camaro cable- driven throttle- body. Don’t even think about adapting the Corvette design unless you work for GM. EFI Fuel Rails. Corvettes, ’9. Camaros LS1s, use a fuel delivery system that does not require a fuel tank return line. This system is very difficult to adapt in an engine- swap situation.

Fortunately, earlier ’9. Corvettes employ the traditional feed- and- return- line fuel system.

If you happen to have a non- return- line LS1, the fuel rails must be modified for a two- line system. Once again, Street & Performance can modify your existing fuel rails or provide you with the correct fuel rails. Fuel Pump, Fuel Tank, and Plumbing.

With any EFI swap, you need to decide whether to put the fuel pump inside the tank–like the OEM–or use an external pump. Heino recommends an internal pump: It’s quieter, more efficient, provides better fuel pickup (assuming the proper baffles and fuel traps), and provides longer pump life since the gas cools the pump. Event Id 10005 Source Msi Installer Error more. For his ’6. 8 Camaro, Heino dialed up Rock Valley Antique Auto Parts in Illinois.

Rock Valley has been building street rod and musclecar fuel tanks for two decades now, and makes a beautiful stainless- steel early Camaro fuel tank with all the fittings, baffles, and mounting hardware for the LS1 fuel pump. Modifying an existing tank with late- Camaro hardware is an option, too, but not recommended except with a brand- new tank. Never cut or weld on a used gas tank, for all the obviously explosive reasons. As for fuel- line plumbing, Heino wanted hoses that offer foolproof reliability and look racy. This meant braided stainless steel hose and Series 3. Fragola Performance Systems. Heino used the flexible Fragola braided stainless steel hose for both feed and return lines.

Another approach would have been to use the car’s original steel fuel line for the return and run a new 3/8- inch line for the feed/pressure line. This could be either braided hose or hard steel line (although working the hard line through the frame is a challenge). Motor Mounts. LS1 motor mounts are unique. There are six bosses on each side of the block that can be used to attach custom- made mounts. In some instances, mounts for a conventional small- block can be installed on an LS1 block with adapter plates.

This was Heino’s approach. While Street & Performance offers complete mounts, Heino wanted to place his engine 1 inch farther back to improve weight distribution. Transmissions and Trans Mounts.

Heino’s LS1 is a modified ’0. Corvette engine mated to the aftermarket version of the Camaro T5. The aftermarket and OE version of the T5. OE model is set up for the correct LS1 Vehicle Speed Sensor (VSS) and the late- model electronic speedometer. Since first- gen Camaros run cable- driven mechanical speedometers, Heino figured it would be easier to adapt a VSS than to modify his speedometer.

To get around the VSS problem, he turned to Speed Scene Wiring, which offers the correct speed sensor and cable connection to use an OEM T5. The stock T5. 6 also moves the shifter location 6- 7 inches back from the original Camaro location. This requires opening a new hole in the trans tunnel, as well as repositioning the interior console farther back, which is easy. If your Camaro is equipped with the rare bench seat, this might be difficult.

The aftermarket version of the T5. T5. 6 position and the original four- speed location.

Radiator and Cooling Fans. Oftentimes, modern engine swaps serve up complicated cooling- system problems.