Other Concerns
Measurements will be taken, and a custom driveshaft will be made. Abbott Cable X (www.abbott-tach.com/cablex) converts the electronic signal for the use of a traditional cable to drive a factory speedometer. Or, if you're upgrading instrumentation, a speedo that will accept the electronic output from the trans can be used.
Speaking of gauges, for oil pressure, the oil bypass plug on the oil filter adapter can be removed, drilled, and tapped to accept an 1/8-, 1/4-, or 1/2-inch NPT fitting from S&P. This will allow the sending unit to be mounted without hitting the headers. According to S&P, the rear plug on the passenger side of the head can be removed to provide a place to install the temperature-gauge sending unit. The plug has 12mm threads, but S&P has NPT adapters from 12mm to 1/8-1/4-3/8, or 1/2-inch NPT. Backup light wiring is built into the wiring harness for the six-speed trans.
Conclusion
Though there's still plenty to do to get the Bird road ready, the bulk of the LS1 conversion is complete. Reviewing the work, Melvin said, "The Street & Performance products went in very well. Everything fit, even the headers. All the BRP mods to the subframe were exceptional, too. The March Performance pulleys and Rock Valley tank look great, and even the Rodney Red radiator went in without a hitch. The only modification that required more work (i.e., cutting) than we first thought was the factory six-speed trans installation. I'm not sure if this is because we have a convertible, that the factory trans has more protrusions on the outside than the aftermarket T56, or if it's a combination of the two, but our floor did need surgery to clear the trans." All in all, it was a successful swap that's much easier with components that are now made by these and other aftermarket companies to facilitate the process of bolting an LS engine into just about anything.
Cooling
The Rodney Red Performance Custom Fit polished aluminum radiator fit as promised, and retains the stock upper driver and lower passenger outlet/inlet design. According to company reps, it has "30 percent more cooling capacity than stock copper/brass radiators, which is packed into the stock opening by utilizing thin, narrow aluminum tubes. A stock copper/brass unit has 27 rows of tubes; a Rodney Red aluminum unit has 43 rows! Our cores have two rows of 1-inch tubes providing cooling capability equivalent to a 5-row copper/brass unit!" | 
A large SPAL 16-inch electric puller fan is used, offset slightly from the center, because the Rodney Red shroud and fan combination's placement interfered with the March Performance water pump pulley. Rodney Red reps warned not to use nylon straps through the radiator to mount the electric fan as it will most likely rub an unrepairable hole in the core that's not covered under warranty. Scott will make brackets for the SPAL fan during final assembly. | 
Though the aftermarket T56 is said to fit without mods to the floor aside from shifter placement, the factory T56 used in this convertible required cutting the floor as shown to fit. The shifter currently sits 1-2 inches further back than stock and is more centrally located than the traditional Muncie stick. This car is getting a custom console, but S&P can provide a McLeod shifter relocation kit capable of moving the shifter handle up to 4.125 inches forward and 2 inches left or right to get it near or at the stock Muncie location. |
This is the stock six-speed mount used on the crossmember from BRP. As you can see, there's still some minor floor bumping to do. | 
Scott fabricated this custom steel mount in the shop, but the S&P Web site has detailed instructions for making a mounting bracket for the clutch master cylinder and for performing the mods needed to the stock components to ensure the geometry is correct. | 
After working out the geometry, Scott shortened the pushrod and figured out the best place for the custom mount. Then he mounted the reservoir above it. The easiest choice for you is to check out Classic Chevy 5-speed (www.classicchevy5speed.com), which has a trick, ready-to-bolt-on hydraulic clutch kit to accomplish the same task. It comes with a McLeod throw-out bearing; a 3/4-inch bore GM master cylinder with upgraded lines, fittings, and custom length pushrod; a firewall mount bracket; and a billet-aluminum remote mount reservoir kit. |
The master cylinder provides pressurized fluid through this factory braided line to the slave cylinder inside the bellhousing to actuate the throw-out bearing. A positive stop for the clutch pedal will also have to be fabricated to avoid compromising the seal in the throw-out bearing because the pedal was depressed too far. | 
The '00 F-body ECM was reflashed by S&P, taking into account any drivetrain mods, the rear gear ratio, and tire height, among other factors. It and the accompanying fuse box are mounted behind the glovebox. | 
S&P's main wiring harness, used for '99-and-up LS1s with a six-speed trans (PN 9354896), comes through the firewall on the passenger side (large rubber grommet to be installed later) |
Basically, a plug and play situation, relays, Vats bypass, and diagnostic link are also included. The wires use stock connectors and are clearly marked for proper installation... | 
...even at the O2 sensor in the bolt-on collector. Also shown here is the oil filter bypass housing (arrow), which can be modified for mounting an oil pressure sending unit. | 
Installation of the headers require these black spark plug wires from S&P that feature angled boots at the plug end, as compared to the straight boots on the stockers, to avoid contact with the hot tubes. |