Take-Out Harnesses
Cam Sensor Locations
Connectors for 1997–1998 LS1 Engines
Relays for 1997–1998 LS1 Engines
Connectors for 1999–2002 LS1 Engines
Relays for 1999–2002 LS1 Engines
2009-up LS3 ECM Connector Pinouts
LS3 Factory ECM Pinouts
2014-up LT1 ECM Connector Pinouts
Aftermarket Harnesses
Performance Project: Drive-by-Wire to Drive-by-Cable Conversion
Chapter 7: Engine Management Systems, Tuning Software and Controllers
Aftermarket Tuning Packages
Aftermarket Engine Management
Performance Project: Installing an Aftermarket Transmission Controller
Chapter 8: Fuel System
Fuel Pumps
Inline Fuel Pumps
Performance Project: Installing a Phantom Pump System
Chapter 9: Exhaust System
Exhaust Manifolds
Headers
Catalytic Converters
Air Intake
Performance Project: Installing a Pypes Exhaust System
Performance Project: How to Properly Dimple Headers
Source Guide
This book represents years of research, coordination with businesses at the forefront of LS swaps movement, and countless hours of shop time performing LS swaps. I have relied on many people to help compile information and present it in the user-friendly format you see in this book. It allows you to perform your own LS swap into GM A-Body cars as efficiently as possible while avoiding typical problem areas and pitfalls.
The following people were instrumental in accomplishing this goal: Gray Frederick, American Powertrain; Matt Graces, American Powertrain; Dr. Jamie Meyer, Chevrolet Performance; Colt Collins, Chevrolet Performance; Bill Nye, Chevrolet Performance; Chris Douglas, Comp Cams Group; Trent Goodwin, Comp Cams Group; Bill Tichenor, Holley Performance; Blane Burnett, Holley Performance; Jeff Abbott Jr., Painless Performance; Don Lindfors, Pertronix; Pat McElreath, Red Dirt Rodz; Chris Franklin, Red Dirt Rodz; Aeromotive Inc.; Dirty Dingo Motorsports; LS1tech.com; Summit Racing; ATS; AutoKraft; HP Tuners; G Force Performance; Dynotech Engineering; and Magnaflow.
GM A-Body muscle cars (Chevelle, Buick GS, Pontiac GTO, and Oldsmobile Cutlass) are some of the most popular vehicles for an LS engine project. A wide range of aftermarket support provides nearly anything you could possibly need to complete a swap project. Sifting through all of this can be confusing. Although the typical carbureted Chevy small-block or Chevy big-block is a relatively “bolt-in” procedure, swapping an LS engine into an A-Body car requires thorough planning, many different parts, and significant work. But it pays off with easy start-up, consistent performance in any weather conditions, and horsepower from 400 on up.
With this book, you can sort through each component of an LS swap into any GM A-Body from 1964 through 1972. The main components of an LS swap are the motor/transmission mounts, oil pan, transmission, engine control module (ECM) and wiring, accessory drive, and fuel system. The two most common positions for LS mounts are stock and forward. The stock position places the transmission bellhousing flange in the same location as a stock Chevy small-block. This works for older GM transmissions without much issue, but modern transmissions are larger and hit the transmission tunnel. Moving the engine forward about 1½ inches allows most modern automatics to fit without tunnel mods and reduces how much the tunnel needs to be modified for late-model manual transmissions, such as the popular T56.
Oil pan clearance is another key factor when performing an LS engine swap. LS engines have a variety of oil pan designs that fit many different GM chassis platforms, but most of them do not work well in the A-Body frame. However, several oil pans fit the A-Body, and the aftermarket offers many more options for direct fit for the Chevelle and its brethren.
The transmission crossmembers used in these cars vary by year and model, mainly convertibles and non-convertibles. Most A-Body cars have open-channel frames, which use a tubular crossmember. The convertibles, El Camino, and high-performance A-Bodies use a boxed frame, which has a formed plate steel crossmember. The chassis for both vehicles has multiple positions to match various transmissions. In most cases, you can keep your stock crossmember and simply move it to a new position in the frame or replace it with an aftermarket crossmember.
A myriad of components, accessories, and controllers are available for swap projects. The ECM for LS and Vortec engines work well even in high-horsepower boosted applications, but these engines also require special software that is either very simplistic or extremely complex. Hence, this limits the average mechanic doing a swap project. Aftermarket controllers are typically easy to tune and often offer advanced tuning parameters without special software. A handheld programmer is sufficient for the most basic tuning, and therefore it’s easy to tune the stock ECM. An abundance of aftermarket and a few stock accessories on the front of the engine are available for A-Body swaps.
The fuel system is another critical component of an LS swap because nearly all of them require return lines and electric pumps. You can use either an in-tank pump or an external electric pump, both have benefits and drawbacks.
You will find information on all of these topics and many more inside this book to help you wade through the world of Swapping LS-series engines Into GM A-Body cars.
MODERN V-8 MASTERPIECES: THE LS- AND LT-SERIES ENGINE
Development for the Gen III engine began in 1991 after the short-lived LT1/LT4 engine failed to meet GM’s performance expectations. General Motors essentially started from square one to create the new Gen III V-8 engine, which shared very little with the original small-block Chevy LT1/LT4 platform that it replaced. A phenomenal high-performance engine, the Gen III LS1 showcased modern engine technology while retaining the traditional pushrod valvetrain. The engine first appeared as the flagship engine in the 1997 Corvette, generating a groundswell of enthusiast interest. A series of high-performance Gen III/Gen IV engines followed it.
An assembly technician installs components on each Gen III/IV powerplant. All Gen III/IV engines are distributorless, and all but one are fuel injected. If you are buying a used engine, you need all the wiring and electronics for almost every engine swap, unless you are going to use an aftermarket controller. (Photo Courtesy General Motors)
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