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This is such a common swap that Team Camaro has a separate section just for this motor transplant. Here is one of today's posts that you may find interesting. Just keep in mind if it will fit in a Camaro with it's small engine bay it will also clear anything in your engine bay on an Impala. Keep in mind on a Camaro the tie rod is behind the axle and the cross-member taking up room the oil pan would like to occupy.

http://www.camaros.net/forums/showthread.php?t=251153

Big Dave
 

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Thanks Big Dave, I'm about ready to shop for my LS engine. Was hoping to find out if anyone has done this sway to a Full Body 60 to 64 Impala and what I'm going to need to know when I start to put the Engine and Tran's in the frame?
 

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hello guys I'm new to the forum and was wondering which crossmember are you guy using I ordered one from bowtie overdrives and its not working I have a LS and I'm running a built 700r4 , had a 6l80e but didnt want to torch my floors !
 

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I merged all of his non-visible posts into one post. Looking at the photo that does show what to me looks like a TH350 which is not the best choice of a tranny behind a LS-x if you are going to retain EFI. If you are going carburetored I would still chose a 200R4 as the cam in the LS and it's small bore short stroke combined with a heavy car with the TH350 wouldn't be my first choice. The motor was designed (torque band) to work with a three series rear gear and an OD transmission. These motors where supposed to provide good mileage first, so any power gains from variable valve timing, ignition timing and detonation sensing, active fuel management and variable displacement will all be lost if you slap a carb on top of it.

Big Dave
 

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My LS into 65 Impala Project

Hi Craig, Hi All,

I am currently going through this process with my 4-door '65 Impala and have gone down the L76 + 4L65E route.

My blog is here: 1965 Chevrolet Impala

I'm in Australia, so the donor car you see in the blog is what we call a utility or "ute" (think El Camino) with 2006 Pontiac GTO drivetrain.

John
 

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61 impala need advice for ls swap

long time creeper here. my first post though. I have a 61 impala ive been restoring for a year now and just bagged it. I want to ls swap it but ive never done it before and the whole idea of all the electronics is very intimidating. I always run carbureted sbc. and usually turbo350s. which I even put one in the impala and damn near had it ready to start because I got frustrated with research on ls swaps. I pulled that back out though and am back at square one. I decided I would post to this thread here and I'm sure I'm beating a dead dog cause its probably been said a billion times I just skimmed right over it. my biggest concern is buying the wrong one and having to buy an entire summit magazine to get it wedged in between the frame rails. I would rather spend the extra money up front and buy a f body motor and trans over a dime a dozen truck motor if it is gonna make this entire process not as difficult. recently laid off from work and have SOME cash. not a ton but I am trying to finish the car atleast get it driving before I look for a job. priorities right?? haha basically if someone could steer me at what I need to look for I will take youre advice and run with it. thanks
 

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Welcome to the Team!

... basically if someone could steer me at what I need to look for I will take youre advice and run with it. thanks
General Motors Performance Parts (a separate division of GM like Chevy or Buick, that specializes in catalog sales has a stand alone harness to get the motor running. The same computer (CPU or MPU will also accept a tansmission's input to control it instead of a stand alone TCU (or transmission control unit) so the same harness will control the power train you just need the wiring cable to attach to the tranny as that isn't included as a part of the motor control unit.

You will find this part online or in the GMPP Power Catalog

Big Dave
 

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https://youtu.be/UdAIlX6j5KU I started a vlog on my 67 Impala LS build . I will be showing the Impala specific issues and needs on my 67. I go over a bunch more stuff including por-15 , soon to be disk brake swap etc, soon to be hotchkis sway bars, panhard bars as well. Subscribe and like, Thanks!
 

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I've seen the intake manifolds that allow you to stick a regular carb on top of an LS engine. As initial thought I thought this might get rid of the computer, but now I am wondering how they handle the ignition spark when they eliminate the computer?
 

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I've seen the intake manifolds that allow you to stick a regular carb on top of an LS engine. As initial thought I thought this might get rid of the computer, but now I am wondering how they handle the ignition spark when they eliminate the computer?
MSD and others (Malory or Accel) sell an ignition box that fires the coil packs based off of the crank sensor.

Big Dave
 

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Seems like such a waste to put a carb on an ls though...even though it looks trick

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I agree as to going carburetored with this engine as it will perform better fully computer controlled. You will loose your cam timing function plus protection from detonation due to this engine having excessive static compression for today's gas.

I love carbs and on an old school engine I would never add a TBI (aftermarket EFI conversion) in place of a carb. Carbs will always make more power but you give up performance in the mid-range (where the EFI really shines) with a carb as it is difficult to tune for both ends of the power range.

Big Dave
 

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I spend too many hours with computers already. Once I get my car on the road I look forward to turning the cell phone off and throwing it in the glove box while I take a weekend road trip using a good old fashion map. No reliance on a computer for anything.
 

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I definitely respect that. But you may need to build a time machine instead of a carbureted ls to accomplish that😁

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Starting with your bullets:

1) The in-line fuel pump needs to be submersed in the tank to cool the gas pump motor. You need 74 psi to the fuel pressure regulator on the fuel rails. The fuel pressure regulator returns the unused fuel (not the pressure differential) to the tank which enters the tank as far away from the pick-up as it can be mounted to reduce turbulence. A modern gas tank is indeed baffled and it is also deeper than an older car's gas tank was so that the pump stays submerged in gas even when you are sucking fumes. All lines have to be stainless steel and the tank has to be stainless or plastic to resist corrosion with E-15 gas today.


2) Drive Shaft - You may need to get it shortened. Short answer: maybe maybe not. It depends upon your choice of rear end and transmission. A 1958-'64 rear end will not hold up to the three hundred and thirty to five hundred horsepower your average LS-x outputs. You will need at a minimum a Corporate ten bolt, but a 12 bolt Spicer would be better and a Dana 60 is our best choice.

3) Transmission - The LS-x block uses the same bolt pattern as every Chevy engine made before it this side of the stove bolt six. Where it differs is the depth from the mounting surface to the crankshaft flange, but they make adapters for any tranny you want to install. The computer that controls the engine is looking for inputs from an electronic computer controlled transmission (4L60e, 4L65e, 4L80e or the the new six speed Allison).

3) Electronics - Chevrolet offers a brand new wiring harness that will install any LS-x motor into any Chevy car or light truck (it is made to be universal and just plugs in).


4) The Engine - There are four LS-x engine applications. The F, Y, and W body as well as the light truck.

The F-body is the fourth and fifth generation Camaro that is the most popular choice for front accessory drives and the intake manifold. Keeping in mind that the LS-x is modular and you can even take off an intake manifold and reverse the air inlet location if you want so mixing and matching components is not only easy but encouraged to make things fit.

Y-body. The venerable Corvette. Every body wants a 'vette motor because they are better than any one else's motor right? Wrong. The Corvette has a different intake manifold to clear the low hood; a different cam to improve the exhaust sound, different exhaust manifolds and pipes (to magnify that cam sound) but that is the only mechanical difference in the motors (they do have those big red plastic top covers that say Corvette but that doesn't make it go faster). The reason you don't want a Corvette motor is two fold the oil pan and the front accessory drive are designed to fit a Corvette body and won't fit well in your car (the front accessories are all mounted low to clear the low sloping hood, and the oil pan is deep because the motor is mounted behind the front cross member).

The W body Cadillac motors are the best choice for oil pans as they most closely resemble what you will find on your old small block Chevy. (the Camaro F-body is a good second choice but it will require modifications). They also are a good choice for an intake.

Finally light trucks. The only thing off a light truck that will fit easily in your car is the motor itself, but they offer the best short blocks. All LS-x car engines use an aluminum block and are sized at 5.7, 5.3 or 4.8 liter engines. A pick-up truck used the same size car engines but adds a bigger 6.0 liter motor that also has a cast iron block instead of the aluminum block used in all cars. A truck has a taller intake manifold that won't fit under many car hoods, and the accessories are mounted high on the block, which also get in the way.

So your best LS-x will be out of a bunch of vehicles as you grab the best of what you want you need to build your motor out of the parts available. A truck short block, heads and front drive accessories off a Camaro and the intake and oil pan off the Cadillac, with of course Corvette engine covers and possibly a corvette cam and torque converter in your computer controlled transmission.

Big Dave
I have a 66 SS Vert that we are putting in a 6.0/80e with a tvs1900 blower. It takes a special made adapter for it to mount to the 6.0. So, what your saying is, I will definitely have to mod the hood for it to fit? Thanks Big Dave for any help!
 

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They made a 345 HP High Output 6.0 liter for Silverados and Escalades. You could even add an aftermarket supercharger for another125 HP. It is reliable and looks factory.



But won't you have to modify the hood for clearance with the 6.0/blower set-up?
 
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