First-Gen F-Body LS1 Engine Swap - Generation Zap

Part II: Plumbing, Hardware, and Electronics
To recap, in the September '07 issue, Brewer's Restoration and Performance installed its First-Gen subframe conversion kit on the stock subframe of HPP contributor Melvin Benzaquen's '69 Firebird convertible. The net result was not only the addition of rack-and-pinion steering and upgraded front suspension using Global West upper and lower control arms, a QA1 Pro Coil shock system, an Addco 1.125-inch stabilizer bar, and big 13-inch SSBC brakes, but also an engine mount setup that would easily accept an LS1 engine transplant.

At Melvin's shop, Classic Restorations, the subframe was installed along with an LS1 engine and its six-speed trans straight from a wrecked '00 F-body.

In the October '07 issue, an A/C system from Vintage Air was added. We didn't call it Part II because the A/C install is not a mandatory part of the LS1 swap, but we did want to get the A/C story in during the early summer.

Now we will discuss the electronics, linkages, plumbing, and hardware to complete the swap over to LS1 power and six forward gears in this '69 Firebird convertible.

Street & Performance (S&P) provided the proper headers, wiring harness, MAF/air cleaner assembly, and many other parts to ease the conversion. Rock Valley sent a stainless steel fuel tank, replete with an LS1-compatible pump to provide fuel. March Performance supplied an LS1 pulley kit to add style to the front of the engine and alter accessory placement, making it conducive to the swap. Rodney Red's trick aluminum radiator will keep it all cool. Now, let's get to it.

	From under the Bird you can see how well the LS1 and T56 fit, even with a front-steer rack-and-pinion setup, thanks to the subframe mods by BRP and the headers provided by S&P.	Air And Fuel S&P's air cleaner integrates a GM 85mm three-pin MAF into the rear of its housing and uses a GM temp sensor. It also eliminates the long intake tube used on many LS1 applications, which frees up some space at the front of the engine.
An LS1 Lokar throttle cable (S&P PN TC-1000LS1) attaches to the stock throttle body via an S&P chrome bracket. A chromed nameplate atop the intake is a stylish way to eliminate the no-longer-needed factory air pump hose.	The Lokar billet gas pedal (S&P PN BAG6092) replaces the stocker with no mods required.	The fuel regulator filter is a GM unit supplied by S&P (PN GF482). It features the necessary return line for the EFI system and can easily handle the pressure requirements. Note, adapters were used to mate the regulator, which uses GM quick-disconnect fittings, to the 6-AN fittings of the braided fuel line. The same mod was required at the junction of the engine fuel line and the braided line.
A Rock Valley stainless steel fuel tank (PN 419-1171-SR-TPI) features an LS1 pump upgrade to feed the hungry late-model EFI engine 50 psi of fuel pressure or more as needed. The sending unit (red plug) has not been installed in this photo. S&P 90 degree fittings, 1/4-inch NPT (national pipe thread) to 6-AN, were installed to properly route the fuel lines.	Technicians Eddie Price (left) and Scott Hand raise the fuel tank into place. It retains a same-as-stock 18-gallon capacity, and since it's made specifically for the First-Gen F-body, it fits perfectly and comes with stainless steel retaining straps.	Headers And Engine Accessories S&P coated Type III headers fit without any mods in the First-Gen Bird and have room to spare. They feature stainless steel flanges, 1 5/8-inch-diameter primaries, and 2 1/2-inch bolt-on collectors.
We used March Performance's LS1 Serpentine Polished Aluminum LS1 Alternator, A/C & Power Steering Pulley & Bracket Kit (PN 20104)-say that three times fast. According to March Performance reps, the pulley kits are "CNC-machined from 6061-T6 aircraft grade aluminum, then all high-wear surfaces are hard coated to 65 on the Rockwell 'C' scale to increase pulley life. This results in surfaces that are harder than steel and two times harder than forged aluminum." They install easily, look great, and saved us from notching the subframe to mount the A/C compressor in the low-stock LS1 location.	Here's where the power steering pump mounts. What we didn't know initially when installing the kit, though, was that the power steering pump needed to be changed because the stock LS1 pump won't work with the new pulleys. According to March Performance reps, in order to get the accessories to all turn in the same direction with the belt pattern that the kit uses, the steering pump had to be replaced with one that turns in the opposite direction of stock.	March Performance reps recommend an'87 Sunbird pump with a remote reservoir, but Melvin already ordered a steering pump from S&P. There are two Type 2 pumps available; this one (that works with the March Performance pulleys) uses a 5/8-inch-diameter shaft that rides on ball bearings, so it's considered superior to the other, which employs a 3/4-inch shaft that rides on a bushing. To connect the pump to the steering rack and a remote power steering reservoir, conversion fittings (PN 9400 16mm metric to 6-AN) for the reservoir and for the rack (PN 0441 16mm metric to 6-AN and 0444 18mm to 6 AN) were used.