LS and LT Conversion Specialists
GM late model engine swap kits for cars and trucks
The engine coming out of our Firebird project was no slouch. A 406 with steel crank, Comp Magnum 292H Cam, and Aluminum heads made for some serious mid-range torque. It didn't have any problem running with the late model cars on most parts of the track. It's only real issue was the long straights where it could use some more power.
88 Formula Track Car
This is our starting point for the fix to our power problem. Our aluminum 6.0 LS2 engine came out of a totaled 2008 Trailblazer SS. It came complete on the pallet with everything attached and in good working condition. It has 70,000 miles which is just broke-in for an LS engine that has been taken care of. In factory trim it was rated at 390hp and 400 lb-ft. It has the large plenum "truck type" intake with 90mm throttle body. The intake is not much to look at, but makes great midrange torque and that's what we want. Since we already have a raised hood we are going to hope it fits.
After stripping the engine we cleaned and inspected our original harness. This one was in great shape so we decided to reuse it for this build.
The trailblazer LS2 is unique because along with the Truck style intake it also uses the Truck accessory position.
The LS engine family comes in three different accessory depths:
Short: Corvette, Cadillac CTS-V
Medium: Camaro and Firebird (1998-2002), GTO,
Long: Truck, SUV, 2010+ Camaro
To measure place a straight edge across the front of the crank pulley, and measure the distance from this edge to the front of the engine cover, through one of the three “windows” in the crank pulley. Measurements are as follows:
Short: 2 1/8”
Medium: 2 15/16”
Long: 3 11/16”
In order for our engine to fit the Firebird chassis the trailblazer oil pan has to be changed to a 1998 to 2002 F-body oil pan.
We will also be using our oil pump pickup tube girdle for added security from engine failure.
A performance camshaft is one of the best ways to make more power with the LS engine. The factory cylinder heads are so good that they really respond well to a new bumpstick. In preparation for our cam swap we remove the water pump, balancer, and timing cover revealing the oil pump and timing chain.
Thanks to the net-lash design, the factory rockers can all be removed at once on the rocker stand making our cam swap that much quicker.
The LS engine has lifter keepers from the factory and new modern gaskets making a cam swap much easier than in vintage engines. No need to remove the intake. You simply take off the rockers, remove the cam gear, rotate the cam, and then carefully pull it out.
After the the cam was in place we then changed to the valve springs that came in the kit.
Since our main goal for this car is cone racing, street duty, and the occasional track day we wanted power throughout a broad range. We're looking for strong mid-range torque to get us off the corner hard. Our choice was a Comp Cams cam and spring kit with lift in the .610 range and around 280 duration on a 112 lobe separation. These new hydraulic roller cams allow for aggressive ramps and high lifts with milder duration than traditional muscle car cams. It will have a hot rod idle but clean up quickly and pull hard throughout the entire range up to 6800 RPM.
We're also using Chevrolet Performance Parts #12570806 clutch kit. It is the 2001-2004 Corvette GTO LS2 flywheel, clutch plate, and pressure plate.
Since we are converting this engine to a six speed manual we will have to install a pilot bearing. We're using Chevrolet Performance roller pilot bearing part #14061685.
We then install the 98-02 F-body hydraulic throwout bearing and mate the transmission to our engine.
Continue to page 2