Power Play

The best procedure is to go with a complete engine that includes the accessory drive. Both the Camaro and Corvette drives will need to be modified. For Corvette drives, the A/C compressor must be relocated, but power steering and alternator mounts remain the same. Heino chose to make his own brackets, but S&P also offers pieces.

Heino used Fragola Performance Systems AN fittings to plumb both the complete fuel delivery system as well as the oil cooler lines.

Heino crafted his own custom motor mount plates that attach directly to bosses on the side of the block. Mounts are also available through S&P.

Heino opted for the aftermarket version of the T56 six-speed. This box includes a mechanical speedo drive to work with the early Camaro cable-driven speedometer. Stock T56 boxes use an electronic speedometer drive.

The T56 is substantially longer than a Muncie four-speed, so Heino had to significantly modify the early Camaro trans crossmember to accommodate the T56. BRP Restorations also offers a crossmember for this application.

Rather than modify the stock Camaro fuel tank, Heino opted for a Rock Valley custom stainless steel tank complete with baffling and a complete in-tank LS1 fuel-pump system. The tank also uses the stock GM retaining ring.

Here the engine is test-fitted to the Camaro. Even combining the large factory Camaro A/C "suitcase" and an additional 1-inch setback, the LS1 fits nicely.

Painless Performance supplied the LS1 engine harness that eliminates all the extraneous wiring connections to allow a cleaner installation in an early musclecar like the Camaro. The factory ECU is designed to be used in the engine compartment.

A Be Cool radiator mated to a late-model Camaro electric fan system provides more than adequate cooling for the LS1.

Heino plumbed the oil cooler also with Fragola fittings. Also note the heat shield wiring covering for the oxygen sensor.

The new T56 with its hydraulic-actuated clutch assembly also requires an adapter between the firewall and the stock GM clutch master cylinder. You could build your own, but John Wilson of the West Coast Connection offers an adapter plate that tucks the master directly under the brake master cylinder. McLeod also offers a new steel-bodied master cylinder for the T56.

The '99-and-later LS1 engines used a returnless fuel delivery system. You will need to convert this over to a dual line, return-style system to make the entire system work properly.

Air induction and placement of the mass airflow sensor (MAF) is always a challenge in engine swaps. Heino used aluminum tubing and a rubber hose to rout the MAF and air cleaner towards the driver-side fenderwell where it can pull in cool air.

Here is the engine in place with all the accessories connected. There are a dozen other details too numerous to mention here that also need to be accounted for, such as the cable throttle linkage from Lokar.