What about ls engines

With LS engines you will be expected to know acronym-speak–like QD, which stands for quick disconnect. GM began using a slick QD fitting on the fuel pressure and return lines right with the first LS engines. These fittings snap in place but require a special but inexpensive tool to disconnect them. These fittings are designed to work with GM’s PTFE (plastic) fuel lines but most car builders prefer to work with AN line. Several companies like Aeromotive, Russell, and others offer a nice aluminum adapter fitting that snaps over the hard line on the factory EFI manifold while offering a simple male AN fitting on the other end. The Aeromotive fittings shown here use female O-ring boss (ORB) ends that use a straight AN thread sealed with a Viton O-ring. We’ve also included a couple of part numbers from TechAFX that makes short 24-inch long PTFE hoses with the proper GM connector on one end. The other end of the hose can be fitted with a TechAFX AN fitting to connect to an AN or hard line. All these PNs can be found in the accompanying chart.
All GM LS Gen III/IV engines use the CS130D alternator with its unique connector. To wire this alternator into a ’60’s GM vehicle, Painless Performance makes an adapter (PN 3705) that connects the alternator’s “I” terminal to a charge indicator light on the dash. If you choose to not employ the indicator light, you must use a 50- to 100-ohm, 5-watt resistor inline as indicated on the illustration. This resistor is included in the kit. If the resistor is not used, full voltage will quickly kill the internal regulator. Don’t be that guy! The CS130D is a 100-plusamp alternator so it’s best to include a suitable charge wire

from the alternator to the battery. Powermaster suggests a minimum of an 8-gauge charge wire, while a 6-gauge is even better. This minimizes charging system resistance and offers the proper voltage to all your accessories.
But we’re here to take the hassle out of those details. LS engine swaps have become the easiest and quickest way to infuse 21st century power into classic Chevy performance machines. Dozens of stories have been written on the basics–with attention paid to the big stuff like headers, engine mounts, oil pans, and the like. But what about all the remaining details? It’s those niggling little fine points that keep you out in the shop late at night figuring out the best way to make that swap work without just throwing money at the solution. steering box, or where to get those slick fuel line adapters that convert the GM quick-disconnect hard lines to AN hose. Yeah, we gotcha covered.

The interior of Jim’s ’67 is equally as stunning. He fabricated a custom dash insert, which surrounds Marshall Comp II LED gauges while the dash itself is a clear anodized brushed aluminum piece. Instead of a key, Jim added a modern touch to his classic by installing an entirely keyless ignition and locking system with pushbutton start. Billet Specialties vents blow ice-cold air from the March A/C compressor controlled by a Vintage Air control panel located in the glovebox. The seats are stock ’67 Chevelle buckets, but Jim custom-designed the leather and stitching the seats are wrapped in. Jim is all about the modern details, and another innovative feature he built into the Chevelle is a completely Bluetoothcontrolled audio system. He used a Pioneer amplifier and Infinity speakers, but instead of a traditional head unit he wired in a Bluetooth receiver so he can connect his iPhone and play his tunes directly from the phone. Why didn’t we think of that? After the two-and-a-half-year build was complete, Jim is able to look back and be pleased with the whole process, “I really enjoyed the design, engineering, and the build. Working with my brother and a couple friends’ shops makes it all worthwhile.” Lucky for us, he might grace us with another custom build. “Maybe a hot rod or a 1970 Chevelle?” says Jim. Whatever he decides on, we are always in support of cool, home-built rides like Jim’s 1967 Chevelle and can’t wait to see what he comes up with next.
The stock intake manifold was polished by Mirror Polishing of Waterbury, Connecticut. The headers are long-tubes from Hooker–also chrome–that allow the exhaust to flow freely through 3.5-inch tubes and two Pypes Race Pro mufflers then out dual chrome exhaust tips. Finishing up the engine dress-up are polished stock valve covers and custom-painted with a Billet Specialties air cleaner up top. Power is transferred from the 427 toward the back of the Chevelle via a TREMEC TKO 600 five-speed manual transmission. In the rear is a limited slip­equipped 12-bolt with 3.55 gears and Moser Engineering 31-spline axles. Jim opted for Classic Performance Products (CPP) tubular A-arms and QA1 coilovers in the front of his ’67 to achieve the modern ride he was looking for. Out back, he used CPP’s Stage IV adjustable four-link and antiroll bar paired with Viking Performance coilovers. For equally modern braking, Jim installed Baer 14-inch slotted and cross-drilled rotors with six-piston calipers front and rear. The Baer brakes sit behind polished American Racing VN425 wheels, 18×8 in the front and 20×12 in the back, with Michelin Pilot Super Sports keeping the Chevelle stuck to the road. All the running gear in Jim’s Chevelle is undoubtedly impressive, but where the car stands out even more is the exterior and interior design. In case you didn’t notice, the car is painted bright orange, which certainly catches the eye.

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