Special thanks to Rick Voegelin for LS1 technical background
For many Bow Tie enthusiasts, there's only one Chevy musclecar-the first generation '67-'69 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.
One tuner firmly in the LS1 camp is Steve Heino, a Chevy-obsessed guy who blends business with pleasure at his shop, McGee'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 DynoJet. Heino is particularly passionate about early Camaros, and he couldn't resist the temptation to swap an LS1 into his '68. What follows is a guide to LS1 Camaro engine swapping.
The LS1 debuted in the fifth-generation '97 Corvette, rated at a robust 345 hp and 350 lb-ft of torque. The next year GM spread the wealth, dropping LS1 engines into Camaro Z28s and Pontiac Firebirds in 305 and 320hp versions. Not to be outdone, the Corvette's standard LS1 jumped to 350 hp in 2001. Then came the new high-output, high-compression LS6 version that cranked out a neck-warping 385 ponies.
The LS1 incorporates a host of modern engine features unheard of when Chevrolet debuted the Camaro in 1966, including a composite tuned-length intake, sequential electronic fuel injection, and a distributorless ignition system with eight individual coils. 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 HarnessAfter 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 BracketsThere 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 '67-'69 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.