Thanks for reply James. Based on that it makes me want to get out a zawzall:superhack:

Darn it Tom... The sawsall pictures come out tomorrow.... Your killing the suspense here... :)

Thanks for sharing all your insight. I wish I had a tenth of David's and your knowledge and fab skills. AWESOME!

Thanks Mike - it's definitely a team effort and the three of us really work well together. Helps that we've got a great foundation to build off of.


Installing the AME Subframe.

http://www.onelapcamaro.com/1967%20O...20subframe.jpg

Powerdercoated locally before we mocked up anything – probably a mistake but time was of the essence. Yes, the color is a bit off but the old sub was painted on top of the powder and ultimately this one will be too – long after the fact.

http://www.onelapcamaro.com/1967%20O...or%20mount.jpg

A couple of small changes here…

http://www.onelapcamaro.com/1967%20O...20subframe.jpg

Time to get busy

http://www.onelapcamaro.com/1967%20O...dy%20front.jpg

http://www.onelapcamaro.com/1967%20O...0new%20sub.jpg

It actually went in easily enough…

http://www.onelapcamaro.com/1967%20O...w%20engine.jpg

http://www.onelapcamaro.com/1967%20O...%20beneath.jpg

and that’s when the fun started…

It started easy and as expected…

The inner fenders had to be clearanced slightly for the relocated UCAs. This was actually one of the many reasons that we had resisted doing a sub on the OLC in the past – the “original” inner fenders had countless hours (not true – believe me, I counted every hour) of work done on them and they fit very tight to the factory sub; there is no way that they could have been reworked to clear.

http://www.onelapcamaro.com/1967%20O...%20grinder.jpg

I aligning the subframe in the car we found that the clearance to some pieces “here and there” wasn’t going to work. Space was tight and we didn’t want to completely remove the front sheetmetal so some alternative tools came out of the box. We started with a nice battery operated sawsall…

http://www.onelapcamaro.com/1967%20O...%20sawsall.jpg

and once the battery on that was toast be upgraded to a slightly more powerful sawsall – which dictated that we start taking turns…

http://www.onelapcamaro.com/1967%20O...%20sawsall.jpg

The problem with sawsalls is, of course, once you start it’s hard to stop… it’s an addiction. Got a problem? Exhaust in the way? Don’t worry – I have a sawsall!

http://www.onelapcamaro.com/1967%20O...l%20muffer.jpg

Eventually though you run out of things to cut off and you realize that you’re almost ready to install the engine. First though we needed to get the new dry sump tank in place while it was still “easy”…

http://www.onelapcamaro.com/1967%20O...ump%20tank.jpg

The new tank has two input bungs vs. a single that the old one used. This allows us the option of adding a scavenge stage to the oil system. And a quick hint if you’re building an LS7 project – compare part numbers before you buy… some vendors charge a premium for a basic tank that’s labeled a pro-touring conversion tank…

Ready to get on with installing the engine…

http://www.onelapcamaro.com/1967%20O...engine%202.jpg

With the engine compartment ready we needed some prep on the engine starting with the clutch. We’ve been using Centerforce’s DYAD clutch for the last couple of years and have been really happy with them. When we pulled the old engine we shipped the old clutch back to Centerforce for an inspection and rebuild… the new one arrived just in time for installation.

http://www.onelapcamaro.com/1967%20O...DYAD%20box.jpg

The dual disk design works really well and has awesome holding power… the darn things are like jewelry as well…

http://www.onelapcamaro.com/1967%20O...rce%20disk.jpg

The flywheel is lightened and is as awesome as every other piece of the clutch

http://www.onelapcamaro.com/1967%20O...20flywheel.jpg

and it all goes together smoothly… if you follow the instructions…

http://www.onelapcamaro.com/1967%20O...n%20engine.jpg

Finally time to install the engine… This was the second huge fear that I had with the sub swap – where would the engine end up and would it (and the transmission/bellhousing) clear everything? There were a couple of spots that were really close on the old combination (consideration #1 when building something custom – there is such a thing as fitted too perfect) and depending on where the engine wound up it could be a real pain. The engine slid in really well until we reached the motor mounts… that’s when we found out that I had installed one side upside down… damn. Again, instruction #1 is test fit – ignore that step at your own peril.

After a quick swap (that’s easier done with the engine on the floor vs. hanging above the car but heck – that’s where we were) we were ready to try again. The drivers side slid into place without problems but we couldn’t get the passenger side to seat – the energy suspension motor mount was hitting the frame (see note above RE instruction #1). Again – the fix was probably easier with the engine on the ground but…

http://www.onelapcamaro.com/1967%20O...or%20mount.jpg

http://www.onelapcamaro.com/1967%20O...nt%20close.jpg

An easy fix…

http://www.onelapcamaro.com/1967%20O...20finished.jpg

With the engine in place and everything clearing better than we hoped, it was time to bolt up the new bellhousing. The quicktime piece saves about 10 pounds over the McLeod SFI piece but again, here was another unknown. There was lots of questions surrounding the use of the T56 bellhousing with Magnum transmission. Some people insist that there is a spacer required while lots of others say there is not. We were using an LS non-Corvette pilot bearing and out first attempt was without any spacers – which is what we believed to be correct based on the measurements that we had done.

[img]URL: http://www.onelapcamaro.com/1967%20OLCR/2013/clutch%20and%20bellhousing.jpg[/img]

It fit perfectly with no spacer. A quick check to confirm alignment and it’s on to the transmission

http://www.onelapcamaro.com/1967%20O...ellhousing.jpg

The T-56 Magnum had been sent off to Anaheim Gear for an inspection and rebuild. They upgraded some of the internals and repaired the worn tip of the input shaft (saving us the expense of replacing it).

http://www.onelapcamaro.com/1967%20O...stallation.jpg

and put the old Hurst shifter back on…

http://www.onelapcamaro.com/1967%20O...er%20plate.jpg

and here we are – engine, clutch, transmission and driveshaft all in and ready to go

http://www.onelapcamaro.com/1967%20O...in%20place.jpg

http://www.onelapcamaro.com/1967%20O...%20drivers.jpg

http://www.onelapcamaro.com/1967%20O...in%20front.jpg

The plan, at the time, was to test fit the Kooks headers at this point… unfortunately someone messed up (me or Summit) and we wound up with Chevelle headers and not Camaro headers. I can say with certainty that Chevelle headers will not fit. One more lesson – double check part numbers before, during, and after you order something. Good news is the Summit has a great return policy and the proper headers were on their way the very next day.

We wound up trying the Kooks 1 7/8 Camaro LS engine swap headers on the recommendation of a couple of folks here on the boards. They are stainless, good quality and pretty economical all things considered ($900 and change from Summit with shipping).

Fit on the passenger side is fine

http://www.onelapcamaro.com/1967%20O...ass%20side.jpg

With only a bit of work for comfort needed

http://www.onelapcamaro.com/1967%20O...0clearance.jpg

And alignment to the AME subframe relief is bang on.

http://www.onelapcamaro.com/1967%20O...0alignment.jpg

The drivers side will need a tweak on the third tube to clear the steering shaft and we’ll cut the ends off in favor of v-band style clamps before sending them off for coating.

Busy weekend and we could have used an additional day to get a couple of more things done but all things being equal it was a great effort. At this point in time we’re waiting for LG Motorsports to get our control arms back to us and hopefully we can get the headers turned around quickly. In late August/first week of September we’ll focus on getting the ending plumbed and wired and we’ll get the Holley Dominator EFI hooked up and running – can’t wait!!!!